Hughes 369A accident near Springfield, Missouri, August 7, 2002
On August 7, 2002 at about 3:26 pm local time, a Hughes 369A (helicopter), registered N98MP, was substantially damaged in an accident near Springfield, Missouri (Springfield Downtown). It was a public-use flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Overload failure of the tail rotor transmission housing (gearbox) for undetermined reasons, which resulted in an inability to adequately control the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2002 · about 3:26 pm local time
- Place
- Springfield, Missouri · Springfield Downtown · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369A · all 369As on the register
- Registration
- N98MP · no longer on the register · serial 680542
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was substantially damaged during a forced landing shortly after takeoff. The pilot stated: "Approximately one minute after departure, I felt and heard a noise in the aircraft. We were approximately 200 to 300 feet above the ground and our airspeed was approximately 60 knots. The aircraft immediately began to yaw to the right. The anti-torque pedals immediately became ineffective. I lowered the collective to prevent the aircraft from yawing all the way around. This was effective, but resulted in a loss of altitude." The aircraft impacted immediately adjacent to an interstate highway, 1.25 statute miles from the departure airport. A post accident examination revealed the tail rotor transmission housing had failed and the tail rotor assembly had departed the aircraft. It was subsequently located approximately 3/8 statute mile prior to the main impact site, along the route of flight. The NTSB Materials Laboratory examined the tail rotor transmission housing and tail rotor assembly mounting bolt. Features of the fracture surfaces on both components were consistent with overload failures. No indications of fatigue were found.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,063 hours in all; 693 in this make and model; 146 in the last 90 days; 75 in the last 30 days; 2,913 as pilot in command; 171 on instruments
- Last flight review: April 9, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 3,181 hours
- Last inspection: 100-hour inspection, February 1, 2002; 79 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C18 (turboshaft); 0 hours total
The flight
- Departed from: 3DW Springfield MO at 3:15 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 30.18 inHg
- Observation at 2:53 pm from SGF, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.