Mcdonnell Douglas 369E accident near Plentywood, Montana, April 11, 2003
On April 11, 2003 at about 4:30 pm local time, a Mcdonnell Douglas 369E (helicopter), registered N91620, was substantially damaged in an accident near Plentywood, Montana (Sher-Wood airport). 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).
The NTSB's probable cause their words, unchanged
Aircraft control was not maintained during a hovering turn. High wind conditions and excessive remedial action were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2003 · about 4:30 pm local time
- Place
- Plentywood, Montana · Sher-Wood · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas 369E
- Registration
- N91620 · no longer on the register · serial 0529E
- 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 while in a hover, about three feet above ground level, he began a 180 degree left pedal turn. As the tail of the helicopter passed through the downwind portion of the turn, the tail rose sharply. The pilot applied abrupt aft cyclic control. The tail rotor struck the pavement, followed by a loss of tail rotor authority and an uncommanded rapid spin to the right. Throttle was reduced as the pilot attempted to perform a hovering autorotation. The helicopter touched down in a level attitude, but with excessive lateral movement. The right side landing skid collapsed and the helicopter rolled to the right coming to rest on its right side. The pilot reported the winds from 175 degrees at 21 knots, gusting to 28 knots. There was no report of a mechanical failure or malfunction at the time of the accident.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,639 hours in all; 560 in this make and model; 113 in the last 90 days; 51 in the last 30 days; 1,950 as pilot in command
- Last flight review: February 23, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,576 hours
- Last inspection: approved inspection programme, March 12, 2003; 76 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: GGW Glascow MT at 3:15 pm
- Destination: PWD Plentywood MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 175° at 21 knots, gusting 28
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 28°F (-2°C)
- Altimeter: 29.88 inHg
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.
Other NTSB records under N91620 the same tail number, which may have belonged to a different aircraft at the time
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.