Hughes 369D accident near Maxwell, California, August 12, 1992
On August 12, 1992 at about 11:10 pm local time, a Hughes 369D (helicopter), registered N58425, was destroyed in an accident near Maxwell, California. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOT TO MAINTAIN AN ADEQUATE VISUAL OUTLOOK, AND FAILURE OF THE COMPANY TO PROVIDE ADEQUATE TRAINING. CONTRIBUTING TO THE ACCIDENT WAS: INADEQUATE COMPANY SUPERVISION DURING THE OPERATION, AND INADEQUATE SURVEILLANCE BY THE FAA WHICH FAILED TO DETECT THE INADEQUATE TRAINING OF THE PILOT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1992 · about 11:10 pm local time
- Place
- Maxwell, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N58425 · no longer on the register · serial 1090 591 D
- Damage
- Destroyed
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER COLLIDED WITH A POWERLINE TRANSMISSION TOWER WHILE TOWING CABLE ATTACHED BY MEANS OF A CARGO HOOK. THE HELICOPTER WAS MOVING LATERALLY TOWARD THE TOWER WHEN IT HIT THE TOWER WITH THE M/R BLADES. THE BLADE TIP WEIGHT SEPARATED AND PENETRATED THE TAIL BOOM IN TWO PLACES, DAMAGING THE T/R DRIVE SHAFT. THE HELICOPTER SPUN TWICE TO THE RIGHT IN A SLOW DESCENT TETHERED BY THE STEEL CABLE. DURING THE SECOND TURN, PARTS OF THE T/R SEPARATED. WITNESSES DID NOT OBSERVE THE CABLE BEING JETTISONED. THE PILOT WAS NEWLY HIRED, AND DID NOT HAVE ANY PRIOR CLASS C EXTERNAL LOAD EXPERIENCE. HE HAD RECEIVED TRAINING BY THE COMPANY CHIEF PILOT, WHO THEN LEFT THE COMPANY 3 DAYS AFTER THE PILOT WAS HIRED, LEAVING THE PILOT TO WORK ALONE. THE FAA OFFICE HOLDING THE OPERATOR'S CERTIFICATE HAD BEEN NOTIFIED OF THE CHIEF PILOT'S DEPARTURE. THE OFFICE DID NOT, NOR WAS IT REQUIRED TO, NOTIFY THE LOCAL FAA DISTRICT OFFICE OF THE OPERATOR'S EXTERNAL LOAD OPERATIONS WITHIN THAT OFFICE'S GEOGRAPHIC RESPONSIBILITY.
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: rotorcraft: helicopter
- Flight time: 4,152 hours in all; 181 in this make and model; 81 in the last 90 days; 81 in the last 30 days; 4,031 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection, July 21, 1992
- Maximum gross weight: 3,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Fire on the ground
- Operator: Colorado Helicopters, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 104°F (40°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.
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.