Mcdonnell Douglas 369E accident near Kernville, California, October 8, 2000
On October 8, 2000, a Mcdonnell Douglas 369E (helicopter), registered N819CE, was substantially damaged in an accident near Kernville, California. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper storage of personal items and his inadequate preflight inspection, which resulted in the unlatching of the left rear cabin door during flight and allowing a plastic garment bag to blow out and strike the tail rotor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2000
- Place
- Kernville, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas 369E
- Registration
- N819CE · no longer on the register · serial 0028E
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter rolled over during an emergency landing following a severe vibration and loss of antitorque control. The pilot stated that he was descending from 7,500 feet msl with an indicated airspeed of 125 knots in mountainous terrain and light turbulence. The first indication of trouble was a loud snap sound from the rear of the helicopter, followed by violent airframe vibrations. The pilot reported that there were no unusual vibrations in any of the controls. He made a right turn to land on the best available terrain. As the turn was completed, antitorque control was lost, and the helicopter began a series of rapid clockwise spins. The helicopter spun at least three times before impact. Examination of the helicopter revealed a torsional failure of the tail rotor drive shaft at 8 inches forward of the aft Kamatics coupling. This failure is consistent with a tail rotor sudden stoppage. Leading edge tail rotor blade damage was observed to both blades, with red and blue color and material transfers evident. Examination of the tail rotor blade leading edges by Fourier Transform Infrared (FTIR) Spectrometer of the accumulation revealed the material to be of a cellophane base. The pilot reported that prior to departure from Big Creek, he placed a red and blue checkered shirt contained in a plastic bag on the rear seat with other personal baggage. He speculated that during his descent from 7,500 feet, he had experienced some turbulence and the left rear door may have popped open. Neither the bag nor the shirt was recovered at the accident site.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 24,424 hours in all; 9,647 in this make and model; 176 in the last 90 days; 90 in the last 30 days; 23,920 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,772 hours
- Last inspection: 100-hour inspection, July 25, 2000; 93 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20R/2 (turboshaft); 0 hours total
The flight
- Departed from: NONE Big Creek CA at 11:40 pm
- Destination: ONT Ontario CA
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°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.
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.