Hughes 369FF accident near Kemmerer, Wyoming, August 12, 2001
On August 12, 2001 at about 5:45 pm local time, a Hughes 369FF (helicopter), registered N530TJ, was substantially damaged in an accident near Kemmerer, Wyoming. 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 exhaustion due to the pilot's failure to refuel the aircraft, which resulted in a loss of engine power. A contributing factor was the unsuitable steep terrain on which to make a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 2001 · about 5:45 pm local time
- Place
- Kemmerer, Wyoming · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369FF · all 369FFs on the register
- Registration
- N530TJ · no longer on the register · serial 0041FF
- 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 being used to support seismic operations in the area and had just dropped off several bags of equipment. The pilot made a right pedal turn to move away from a steep hillside at an altitude of 200 feet agl and an airspeed of 20 to 30 knots. The engine lost power, and the helicopter began descending. The pilot initiated an autorotation. The helicopter landed hard on the right rear skid, which collapsed dropping the helicopter onto its right side. Examination revealed a total of 2 quarts of fuel in the fuel cells. No water or contaminants were detected in the fuel. One ounce of fuel was drained from the engine fuel filter, and 3 ounces of fuel were drained from the engine-driven fuel pump filter bowl. No fuel was found in the engine supply line.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 14,793 hours in all; 195 in this make and model; 195 in the last 90 days; 14,593 as pilot in command; 3,000 on instruments
- Last flight review: June 20, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,744 hours
- Last inspection: 100-hour inspection, July 25, 2001; 57 hours since
- Maximum gross weight: 3,100 lb
- Seats: 1
- Landing gear: fixed
- Engine: Allison 250-C30 (turboshaft); 0 hours total
- Operator: Omni Aviation Services, LLC
The flight
- Departed from: Kemmerer WY at 5:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.
Other NTSB records under N530TJ 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.