Hughes 369D accident near Crystal, Michigan, November 9, 1995
On November 9, 1995 at about 8:15 pm local time, a Hughes 369D (helicopter), registered N58231, was substantially damaged in an accident near Crystal, Michigan. It was an other work-use 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
fuel contamination resulting in the loss of engine power, and improper fuel sump screen installation on the nurse truck resulting in contamination of the fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 1995 · about 8:15 pm local time
- Place
- Crystal, Michigan · 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
- N58231 · no longer on the register · serial 88021D
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was approximately 50 feet above the ground lifting a load of trees when its engine lost power. The pilot attempted autorotation. The helicopter's right skid collapsed on impact with the terrain rolling the helicopter on its side. A witness observed 'black smoke around the ship' as the helicopter descended. Examination of the wreckage at the site revealed fuel to the fuel control, but no fuel in the line from the fuel control to the nozzle. There was approximately 150 pounds of jet fuel in the fuel tank. About ten drops of water were collected from the fuel sump screen. Examination of the nurse truck fuel supply at the site indicated that a filter at the pump was installed at an incorrect angle allowing water to collect in the sump. An examination of the engine at the factory revealed no mechanical anomalies.
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: commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 5,600 hours in all; 1,200 in this make and model; 100 in the last 90 days; 66 in the last 30 days; 5,530 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,717 hours
- Last inspection: annual inspection, October 13, 1995; 135 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 2 statute miles
- Sky: not recorded; not recorded
- Temperature: 27°F (-3°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.