Hughes 369D accident near Hilo, Hawaii, February 6, 1985
On February 6, 1985 at about 1:50 am local time, a Hughes 369D (helicopter), registered N369LA, was substantially damaged in an accident near Hilo, Hawaii. It was a positioning flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1985 · about 1:50 am local time
- Place
- Hilo, Hawaii · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N369LA · no longer on the register · serial 1260036D
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A SEARCH WAS INITIATED WHEN THE HELICOPTER DID NOT ARRIVE. IT WAS FND 2 DAYS LATER WHERE IT CRASHED DRG AN AUTOROTATION IN A RAIN FOREST. DRG THE FLARE/TOUCHDOWN, VEGETATION HAD CAUGHT ON A TUNDRA PAD ON THE L SKID & THE ACFT ROLLED OVER. AN EXAM REVEALED THE LWR BENDIX COUPLING ON THE ENG-TO-TRANSMISSION DRIVE SHAFT, PN 369A4410, & THE UPPER R ENG MOUNT, PN 369H8017, HAD FAILED. UNAPPROVED MOD/REPAIRS HAD BEEN MADE TO BOTH THE DRIVE SHAFT & OVERLYING COVER PANEL. A STEEL REINFORCING ROD HAD BEEN INSTALLED INSIDE THE COVER PANEL. DUE TO PRESSURE OF CARGO (LARGE WTR BUCKET), THE STEEL ROD HAD BEEN FORCED ONTO THE DRIVE SHAFT. THERE WAS EVIDENCE OF ANGULAR MISALIGNMENT & LATER FAILURE OF THE DRIVE SHAFT. A METALLURGICAL EXAM OF THE ENG MOUNT REVEALED LOW CYCLIC FATIGUE IN THE THREADED ROD AREA OF THE ADJUSTING SCREW. THE FRACTURE AREA OF THE DRIVE SHAFT WAS TOO BADLY DAMAGED TO DETERMINE THE MODE OF FAILURE. ACFT PREV OPERD IN CANADA, REG C-GVTJ. ANNUAL INSPN & U.S. AIRWORTHINESS CERTIFICATE ISSUED DESPITE UNAPPROVED MOD. DATE OF MOD UNKNOWN.
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, private
- Ratings: multi-engine land; single-engine land; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 7,500 hours in all; 500 in this make and model; 75 in the last 90 days; 30 in the last 30 days; 7,300 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,165 hours
- Last inspection: annual inspection, October 9, 1984; 101 hours since
- Maximum gross weight: 3,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: OGG Kahului HI
- Destination: Volcano Natl Pk HI
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 9 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 24,000 ft; scat at 2,300 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 am from ITO, 15 miles away
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.