Hughes 369HS accident near Saint Peter, Minnesota, August 18, 2014
On August 18, 2014 at about 6:50 pm local time, a 1974 Hughes 369HS (helicopter), registered N369GN, was substantially damaged in an accident during maneuvering (low-alt flying) near Saint Peter, Minnesota. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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 pilot did not see the wires resulting in the subsequent wire collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2014 · about 6:50 pm local time
- Place
- Saint Peter, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369HS HS, built 1974 · all 369HSs on the register
- Registration
- N369GN · registry record · serial 140553S
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During an application flight, the pilot maneuvered the helicopter in order to conduct another pass, maintaining vigilance of the high lines and trees in the vicinity of his operations. The pilot stated that he did not see the 2 wires spanning from across the road into the bean field where he was applying insecticide. He flew right into the wires which subsequently entangled around the mast of the helicopter. During the forced landing to the field, the "controls locked up" and the helicopter spun to the right 3 times before impacting the ground. The helicopter was substantially damaged. The pilot reported no preimpact mechanical failures or malfunctions with the helicopter that would have precluded normal operation.
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
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,500 hours in all; 400 in this make and model; 150 in the last 90 days; 55 in the last 30 days; 8,350 as pilot in command; 120 on instruments
- Last flight review: April 23, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,105.5 hours
- Last inspection: 100-hour inspection, July 18, 2014
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Allison 250-C2-B (turboshaft); 11,278 hours total
- Operator: Tery Jon Aviation Inc
The flight
- Departed from: Saint Peter MN at 6:45 pm
- Destination: Saint Peter MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,100 ft
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 29.77 inHg
- Observation at 6:55 pm from KMKT
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.
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.