Hughes OH-6A accident near Snohomish, Washington, November 29, 2002
On November 29, 2002 at about 10:50 pm local time, a Hughes OH-6A (helicopter), registered N13SD, was substantially damaged in an accident near Snohomish, Washington. It was a public-use flight under public-use (government) rules. No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Loss of engine power for undetermined reasons while in cruise flight. A tree was a factor.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 29, 2002 · about 10:50 pm local time
- Place
- Snohomish, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes OH-6A · all OH-6As on the register
- Registration
- N13SD · registry record · serial 66-17825
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that about five minutes after departure, in cruise flight, at 100 knots and 1,000 feet msl, the engine rpm fluctuated with a noticeable engine noise reduction. Subsequently N2 rapidly decelerated and the helicopter yawed to the left. The pilot initiated an autorotation, however, due to heavily wooded terrain, the pilot had to maneuver around obstructions to a landing site. During the maneuver, the helicopter collided with a tree branch which broke the chin bubble. At approximately 100 feet agl, the pilot started the deceleration. Approximately 30 feet agl, the forward airspeed was at or near zero. The helicopter descended faster than the pilot anticipated as he pulled in collective to slow the descent and then a significant amount of collective to cushion the landing. The helicopter landed with more force than normal and the helicopter rolled to the right after landing. The right side fore and aft skid legs collapsed at the mid point of the struts and the helicopter came to rest on its right side. The engine was inspected and subsequently removed for an engine test cell run. During the engine test cell run, the engine was found to be making more than rated horsepower at all points.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,612 hours in all; 85 in this make and model; 22 in the last 90 days; 14 in the last 30 days; 571 as pilot in command
- Last flight review: September 26, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Other crew
- Injury: no injuries
The aircraft
- Airframe total time: 3,057 hours
- Last inspection: 100-hour inspection, November 22, 2002; 14 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: Snohomish WA at 10:45 pm
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 41°F (5°C)
- Altimeter: 30.14 inHg
- Observation at 10:53 pm from PAE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA03TA014.