Hughes 369D accident near Ely, Nevada, January 23, 2001
On January 23, 2001 at about 3:45 pm local time, a Hughes 369D (helicopter), registered N8353F, was substantially damaged in an accident near Ely, Nevada. It was a business flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The mechanic's inadvertent activation of the bleed valve, which resulted in a loss of engine oil and loss of engine power while in cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 2001 · about 3:45 pm local time
- Place
- Ely, Nevada · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N8353F · registry record · serial 1260062D
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single engine helicopter experienced a loss of engine power after the oil was inadvertently pumped overboard. A company mechanic replaced the torque gauge prior to the accident flight due to needle "bounce." The mechanic bled the torque system and reinstalled a radio that was removed to facilitate the work. During the radio installation, he inadvertently engaged the bleed valve, which is located behind the instrument panel, allowing oil to flow out of the engine from behind the instrument panel. While at 9,500 feet, the engine lost power and the pilot performed an autorotation landing to a field at the base of mountains. The pilot said he touched down smooth and light; however, the main rotor blades flexed and severed the tail boom. As a result of the accident, the operator rerouted the torque system bleed line toward the pilot's feet so that they could detect an inadvertent oil leak.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,460 hours in all; 764 in this make and model; 45 in the last 90 days; 32 in the last 30 days; 10,930 as pilot in command
- Last flight review: November 6, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,037.7 hours
- Last inspection: 100-hour inspection, January 2, 2001; 47.5 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20-B (turboshaft); 0 hours total
The flight
- Departed from: ELY Ely NV at 3:30 pm
- Destination: Ely NV
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 18°F (-8°C), dew point 16°F (-9°C)
- Altimeter: 30.17 inHg
- Observation at 3:53 pm from Ely, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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 N8353F 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.