Hughes 369FF accident near Madera, California, May 24, 1990
On May 24, 1990 at about 4:30 pm local time, a Hughes 369FF (helicopter), registered N530R, was substantially damaged in an accident near Madera, California. It was an other work-use flight under external-load helicopter rules (Part 133). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER FOR UNDETERMINED REASONS. CONTRIBUTING TO THE ACCIDENT WAS THE UNSUITABLE TERRAIN ENCOUNTERED BY THE PILOT WHEN HE TURNED DURING THE AUTOROTATIVE DESCENT TO AVOID OBSTACLES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1990 · about 4:30 pm local time
- Place
- Madera, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369FF · all 369FFs on the register
- Registration
- N530R · registry record · serial 0005F
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER LOST POWER DURING AN OUT OF GROUND EFFECT (OGE) HOVER, AUTOROTATED TO A CULTIVATED FIELD, AND ROLLED ONTO ITS SIDE. THE HELICOPTER HOVERED AT 110 FEET PREPARING TO HOOK UP AN EXTERNAL LOAD. THE PILOT HEARD A 'WHOOSH' SOUND AND ENTERED AUTOROTATION WITH TURN. THE PILOT MANEUVERED THE HELICOPTER ABOUT 180 DEGREES DUE TO OBSTACLES AND AUTOROTATED INTO A SOFT PLOWED FIELD. THE HELICOPTER TOUCHED DOWN WITH FORWARD MOMENTUM. THE HELICOPTER THEN PITCHED TAIL UP ALLOWING THE FORWARD PORTION OF THE MAIN ROTOR DISK TO STRIKE THE GROUND. THE HELICOPTER THEN ROLLED ONTO ITS SIDE. EXAMINATION OF THE MAINTENANCE AND FLIGHT DEPARTMENT RECORDS REVEALED NO UNRESOLVED MAINTENANCE DISCREPANCIES AGAINST THE HELICOPTER BEFORE THE ACCIDENT. THE HELICOPTER ENGINE WAS EXAMINED. THE ENGINE WAS PLACED IN A TEST CELL AND WAS RUN IN SEVERAL DIFFERENT FUEL FLOW CONFIGURATIONS. THERE WERE NO DEFICIENCIES NOTED.
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: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 7,416 hours in all; 1,159 in this make and model; 106 in the last 90 days; 63 in the last 30 days; 7,021 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,319 hours
- Last inspection: annual inspection; 21 hours since
- Maximum gross weight: 3,100 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250 C30 (turboshaft); 0 hours total
- Operator: Rogers Helicopters, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°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.
Other NTSB records under N530R 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.