Mcdonnell Douglas 369E accident near Hilo, Hawaii, October 2, 2006
On October 2, 2006 at about 7:30 pm local time, a Mcdonnell Douglas 369E (helicopter), registered N142MK, was substantially damaged in an accident near Hilo, Hawaii (Hilo International Airport). It was flown under charter and air-taxi rules (Part 135). 2 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadvertent application of the lateral cyclic friction, which resulted in a loss of control and subsequent hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2006 · about 7:30 pm local time
- Place
- Hilo, Hawaii · Hilo International Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas 369E
- Registration
- N142MK · no longer on the register · serial 0187E
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The lateral cyclic friction was on prior to departure, and the helicopter landed hard shortly after takeoff. After the pilot's first flight, the helicopter underwent a hot refueling and the passengers were loaded onboard for the pilot's second flight. The pilot performed her pretakeoff checklist items, which included releasing the control frictions and performing a freedom of control check. The pilot then demonstrated to the front seat passengers where to position their feet by bringing her right foot aft. She then obtained tower clearance and began the takeoff. During the takeoff, the cyclic was locked and she could not move it. She attempted to control the helicopter using trim but shortly thereafter, the helicopter impacted the ground. Upon impact, the pilot reached down and released the lateral cyclic friction. The Federal Aviation Administration (FAA) inspector examined the lateral cyclic friction system installation and operation and noted no mechanical anomalies. The FAA inspector did note that if he brought one foot farther aft than is done in normal operation, an inadvertent application of the lateral cyclic friction might result.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,439 hours in all; 7 in this make and model; 155 in the last 90 days; 7 in the last 30 days; 1,257 as pilot in command; 750 on instruments
- Last flight review: September 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,860 hours
- Last inspection: 100-hour inspection, September 1, 2006; 21 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce C206 (turboshaft); 0 hours total
The flight
- Departed from: ITO Hilo HI at 7:30 pm
- Destination: ITO
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 4,100 ft
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 30.02 inHg
- Observation at 7:53 pm from ITO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 2 |
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 N142MK 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.