Hughes 369E accident near Coolin, Idaho, August 25, 2000
On August 25, 2000 at about 9:30 pm local time, a Hughes 369E (helicopter), registered N570CA, was substantially damaged in an accident near Coolin, Idaho (Cavanaugh Bay airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The turbine outlet temperature indicating system was out of calibration. Factors included improper maintenance calibration, which resulted in the over temperature of the turbine assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2000 · about 9:30 pm local time
- Place
- Coolin, Idaho · Cavanaugh Bay · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369E · all 369Es on the register
- Registration
- N570CA · registry record · serial 182E
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the engine lost power. The pilot initiated an emergency running landing, which resulted in the main rotor blades contacting and subsequently severing the tail boom during the landing phase. The engine and associated components were inspected. The turbine outlet temperature (TOT) indicating system was inspected to verify calibration, which is to be calibrated inspected during all 300-hour inspections. The test revealed that the TOT indicated on the cockpit gage was below actual engine outlet temperatures, and that lower than actual TOT readings provided to the pilot via the cockpit TOT gage may have resulted in numerous operations being conducted in higher temperature ranges than that authorized by the Pilot's Flight Manual and/or the engine manufacturers temperature limitations. The engine teardown inspection confirmed that the failures and stress ruptures found throughout the engine turbine assembly components were a result of high temperature engine operation above 2000F.
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: 2,320 hours in all; 1,823 in this make and model; 140 in the last 90 days; 117 in the last 30 days; 2,001 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,200 hours
- Last inspection: 100-hour inspection, August 1, 2000; 90 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: 66S at 9:30 pm
- Destination: 67S Nordman ID
- Runway 15, 3,100 ft by 120 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 4 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.