Hughes 369D accident near Moclips, Washington, December 8, 2003
On December 8, 2003 at about 7:35 pm local time, a Hughes 369D (helicopter), registered N8343F, was substantially damaged in an accident near Moclips, Washington. It was a flight of an unrecorded kind under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A sudden loss of engine power during hover for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 2003 · about 7:35 pm local time
- Place
- Moclips, Washington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N8343F · no longer on the register · serial 1160020D
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter lost engine power while the pilot was conducting long-line operations in support of a timber sale. Following the loss of engine power, the pilot performed an autorotation and competed a forced landing near the base of operations. During the landing, the helicopter sustained substantial damage to the fuselage and tail boom assembly. Post accident examination of the engine assembly revealed heavy black carbon like deposits throughout the turbine section. Additionally, extensive thermal type damage, to include metal splatter, was noted to the first and second stage turbine wheels and nozzles. A number of the turbine blade ends were melted away. Samples of the black carbon like deposits were taken from different locations throughout the turbine assembly and analyzed using Semi-quantitative X-ray Energy Dispersive Analysis. The post examination report concluded that black carbon like deposits were consistent with coked oil. There was no presence of jet fuel in the oil deposits. The origin of the oil could not be determined.
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: helicopter; rotorcraft: helicopter
- Flight time: 26,552 hours in all; 9,154 in this make and model; 193 in the last 90 days; 59 in the last 30 days; 26,552 as pilot in command
- Last flight review: May 28, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 7,449 hours
- Last inspection: 100-hour inspection, November 29, 2003; 22 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce 250 C-20B (turboshaft); 0 hours total
The flight
- Departed from: Moclips WA at 7:30 pm
- Destination: Moclips WA
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 7 statute miles
- Sky: overcast at 5,000 ft; scat at 300 ft
- Temperature: 45°F (7°C), dew point 43°F (6°C)
- Altimeter: 30.20 inHg
- Observation at 7:26 pm from KHQM, 20 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.