Hughes 369D accident near Camdenton, Missouri, May 15, 2013
On May 15, 2013 at about 7:00 pm local time, a Hughes 369D (helicopter), registered N725M, was substantially damaged in an accident during maneuvering (low-alt flying) near Camdenton, Missouri. It was an external-load flight under external-load helicopter rules (Part 133). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The piece of wood/tree that contacted the main rotor blade during the low altitude tree-trimming flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 2013 · about 7:00 pm local time
- Place
- Camdenton, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N725M · registry record · serial 500726D
- Damage
- Substantial damage
- Flight
- External-load flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the helicopter flight was to trim trees using an external load aerial power saw. The pilot stated that as he was trimming the trees, he saw a 6 to 8 inch piece of wood/tree flying upward on the left side of the helicopter. He stated he felt a momentary vibration as the wood contacted one of the main rotor blades, then everything returned to “normal.” The pilot made a precautionary landing in a nearby field without further incident. The damage to the main rotor blade was substantial and required replacement of the blade.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- External load event (Rotorcraft) during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Debris/dirt/foreign object › Ability to respond/compensate
- cause Environmental issues › Physical environment › Object/animal/substance › Debris/dirt/foreign object › Effect on equipment
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instrument: helicopter
- Flight time: 3,590 hours in all; 3,136 in this make and model; 138 in the last 90 days; 100 in the last 30 days; 3,520 as pilot in command; 86 on instruments
- Last flight review: April 24, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,665 hours
- Last inspection: 100-hour inspection, May 11, 2013; 16 hours since
- Maximum gross weight: 3,550 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 0 hours total
- Operator: Aerial Solutions, Inc
The flight
- Departed from: Camdenton MO at 6:00 pm
- Destination: Camdenton MO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 11 knots, gusting 17
- Sky: clear
- Temperature: 86°F (30°C), dew point 61°F (16°C)
- Altimeter: 29.90 inHg
- Observation at 6:55 pm from AIZ, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N725M the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.