Hughes 369D accident near Heyburn, Idaho, June 28, 2000
On June 28, 2000 at about 1:30 pm local time, a Hughes 369D (helicopter), registered N8653F, was substantially damaged in an accident near Heyburn, Idaho. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
Fuel exhaustion and inaccurate fuel management. A false indication on the fuel quantity gage, and an erratic low level fuel warning system were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2000 · about 1:30 pm local time
- Place
- Heyburn, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N8653F · no longer on the register · serial 180256D
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while flying at about 70-80 feet AGL spraying an insecticide over a residential area, the audible engine out warning sounded and the engine lost power. The pilot turned the helicopter to the right and extended the glide to clear obstructions for the emergency landing in a field. The helicopter landed hard, partially collapsing the landing skids, and the main rotor blades struck and severed the tailboom. Post-accident investigation at the accident site revealed that the fuel gauges were indicating empty and that the fuel level low light did illuminate at that time. The pilot reported that he did not see a light prior to the loss of engine power. The helicopter was recovered and moved to a facility to inspect the fuel system. During the tests, it was found that the fuel-sending unit indicated more fuel on the fuel gauge than was actually on board. The low fuel warning light also did not illuminate every time. The total fuel quantity drained from the fuel tank after the accident was approximately two pints. The pilot reported that the company's fuel truck does not have a metering system and that the fuelers estimate the fuel quantity added by using a timed fuel burst. They also are supposed to verify that the aircraft's fuel gage moves when fuel is added.
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: 10,796 hours in all; 6,488 in this make and model; 10,684 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,318 hours
- Last inspection: 100-hour inspection, June 1, 2000; 24 hours since
- Maximum gross weight: 2,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20-B (turboshaft); 0 hours total
The flight
- Departed from: GNG Gooding ID at 11:15 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 12:51 pm from BYI, 6 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.