Hughes 369HS accident near Albuquerque, New Mexico, August 6, 2005
On August 6, 2005 at about 6:45 am local time, a Hughes 369HS (helicopter), registered N500SD, was substantially damaged in an accident near Albuquerque, New Mexico (Albuquerque International Sunp airport). It was a public-use flight (local) under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the bullet(s), which severed the helicopter's left tail rotor pedal. Contributing factors were the severed anti-torque pedal and the unsuitable terrain for landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 6, 2005 · about 6:45 am local time
- Place
- Albuquerque, New Mexico · Albuquerque International Sunp · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369HS · all 369HSs on the register
- Registration
- N500SD · registry record · serial 1160870S
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was supporting police officers on the ground, who were attempting to locate a burglary suspect. The pilot and observer were wearing night vision goggles. The pilot established an orbit over the area approximately 400 feet agl. On about the fifth orbit, the crew heard a very loud noise originating from inside the helicopter. The pilot stated that he did not know what happened but knew there was an emergency. The helicopter shook and began to turn right. The pilot immediately lowered the collective and entered autorotation. The pilot flared and the helicopter impacted terrain in the backyard of a residence. Post accident examination revealed a .30-.06 rifle bullet (fired from a high-powered rifle) severed the left anti-torque pedal at the connecting point of the vertical control tube. The bullet then ricocheted into the pilot's leg. An engine inspection revealed no anomalies that would preclude the engine from developing power.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,051 hours in all; 137 in this make and model; 49 in the last 90 days; 10 in the last 30 days; 1,231 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 6,379 hours
- Last inspection: 100-hour inspection, July 1, 2005; 32 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: ABQ Albequerque NM at 4:45 am
- Destination: ABQ Albequerque NM
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 090° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; a few clouds at 8,000 ft
- Temperature: 72°F (22°C), dew point 55°F (13°C)
- Altimeter: 30.35 inHg
- Observation at 6:56 am from ABQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.