Hughes 369D accident near Canby, Oregon, June 11, 2001
On June 11, 2001 at about 7:00 pm local time, a Hughes 369D (helicopter), registered N69PE, was substantially damaged in an accident near Canby, Oregon. It was a flight test under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation as a result of a collapsed fuel nozzle filter screen. Contamination that blocked the fuel nozzle screen and water contamination were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2001 · about 7:00 pm local time
- Place
- Canby, Oregon · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N69PE · registry record · serial 1000831D
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a maintenance test flight, the pilot reported that while performing blade tracking procedures, a rotor droop was noticed followed by engine rpm decay. The pilot tried to increase engine power, however, the engine did not respond. During the autorotation, beginning at about 450 feet AGL, the helicopter landed hard. The main rotors subsequently contacted and severed the tail boom. Inspection of the engine revealed that the fuel nozzle filter was found to be completely covered with a dark green/brown colored substance and was collapsed. The fuel filter bowl was removed and a volume of water was present in the fuel that was drained from the filter bowl. Samples were taken and analyzed. The analysis "strongly indicated water contamination and possible fungal or bacteria growth in the fuel supply." The pilot reported that the fuel supplier and mobile pick-up truck all had filtering devices. The helicopter was not equipped with an external airframe mounted filter.
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; rotorcraft: helicopter
- Flight time: 9,100 hours in all
- Last flight review: June 18, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,619 hours
- Last inspection: continuous airworthiness programme, January 30, 2001; 185 hours since
- Maximum gross weight: 2,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: UAO Aurora OR at 6:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 7 knots
- Visibility: 5 statute miles
- Sky: overcast at 1,900 ft
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 30.01 inHg
- Observation at 6:53 pm from UAO, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.