Mcdonnell Douglas 369E accident near Ochopee, Florida, August 19, 2004
On August 19, 2004 at about 10:30 am local time, a Mcdonnell Douglas 369E (helicopter), registered N42928, was substantially damaged in an accident near Ochopee, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of control in flight for undetermined reasons, which resulted in an uncontrolled descent, and subsequent impact with trees and the terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 2004 · about 10:30 am local time
- Place
- Ochopee, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas 369E
- Registration
- N42928 · no longer on the register · serial 301E
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he departed from the airport at dawn, and was en route to the Southwest Florida International Airport located in Fort Myers, Florida. The helicopter was approximately 40 nautical miles into the flight at a cruise altitude of about 500 feet AGL. Without warning the helicopter pitched up followed by a loud bang, which startled him, and the helicopter became uncontrollable. He pushed collective down and cyclic full right. The helicopter pitched nose down and turned to the left. As the helicopter was descending, he saw trees and pulled up on the collective to reduce the descent rate before impact. Examination of the Rolls Royce 250-C20B engine, engine accessories, airframe, and associated systems, were conducted by representatives from Rolls-Royce Corporation, Boeing Company, and NTSB after recovery. The examination revealed that there had been no indication of an engine failure at the time of the accident, and did not reveal any preaccident anomalies to the helicopter or its associated systems.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,684 hours in all; 700 in this make and model; 4,000 as pilot in command
- Last flight review: January 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,280 hours
- Last inspection: 100-hour inspection, January 1, 2004; 90 hours since
- Maximum gross weight: 3,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: TMB Miami FL at 10:30 am
- Destination: RSW Fort Myers FL
- Flight plan: none
Weather at the time
- Light: dawn
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,500 ft; a few clouds at 2,500 ft
- Temperature: 79°F (26°C), dew point 75°F (24°C)
- Altimeter: 30.07 inHg
- Observation at 10:04 am from TMB, 35 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.