Hughes 369D accident near Kearney, Nebraska, May 27, 1984
On May 27, 1984 at about 11:30 pm local time, a Hughes 369D (helicopter), registered N5102Z, was substantially damaged in an accident near Kearney, Nebraska. It was a personal flight under general aviation rules (Part 91). 1 person was killed, 3 people were seriously injured and 1 person had minor injuries. 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
- May 27, 1984 · about 11:30 pm local time
- Place
- Kearney, Nebraska · map
- Type
- Accident
- Injuries
- 1 person was killed, 3 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N5102Z · no longer on the register · serial 911083D
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING RETURN TO ARPT FROM A LOCAL FLIGHT, THE PLT DIVERTED TO OBSERVE PROPERTY OF A PERSONAL FRIEND, LOCATED ALONG A RIVER BANK. THE PLT WAS MAKING A RIGHT TURN ABOUT 200 FT AGL AT 40 TO 50 KTS AIRSPEED WHEN VIBRATION WAS FELT IN THE ANTI-TORQUE PEDALS & THE ACFT ENTERED AN UPRIGHT, VERTICAL DESCENT, SPINNING ABOUT THE VERTICAL AXIS UNTIL IMPACTING THROUGH THE ROOF OF A METAL STORAGE BUILDING LOCATED ON THE PROPERTY. AN INVESTIGATION REVEALED NO MECHANICAL FAILURE OR MALFUNCTION EXCEPT FOR A SLIGHT FLUCTATION IN THE FREE TURBINE GOVERNOR & FUEL CONTROL WHEN THE ENGINE WAS TEST RUN IN IT'S POST-CRASH CONDITION. THE PLT OF THE MEDICAL RESCUE HELICOPTER RESPONDING TO THE SCENE STATED HE HAD DIFFICULTY CONTROLLING HIS ACFT IN THE VICINITY OF THE CRASH DUE TO TURBULENCE AND DOWNDRAFTS IN A 20 KT WIND ASSOCIATED WITH DENSE FOREST ALONG THE RIVER.
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: balloon; rotorcraft: helicopter
- Flight time: 4,142 hours in all; 22 in this make and model; 102 in the last 90 days; 55 in the last 30 days; 34,382 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 220 hours
- Last inspection: 100-hour inspection, May 21, 1984; 20 hours since
- Maximum gross weight: 2,100 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: Cornstock NE at 11:00 pm
- Destination: EAR Kearney NE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 20 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 11:46 pm from GRI, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 | 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.