Hughes 369A accident near Medford, Oregon, July 6, 2006
On July 6, 2006 at about 11:55 pm local time, a Hughes 369A (helicopter), registered N72LB, was substantially damaged in an accident near Medford, Oregon. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's misinterpretation of the wind direction (in-flight planning) and subsequent improper descent rate to the ground during a landing attempt. A factor was the tailwind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2006 · about 11:55 pm local time
- Place
- Medford, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369A · all 369As on the register
- Registration
- N72LB · registry record · serial 691194
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he flew a high reconnaissance circle over his intended landing site. He observed ripples on a pond which led him to believe that the wind was from the south. During his landing approach, as he descended to 10 to 15 feet AGL, he pulled up on the collective to extend his glide. The pilot said the helicopter started to settle and became very unstable. He "recognized it as settling with power down wind." He leveled the skids and the helicopter hit the ground; he said that 1 or 2 seconds later the helicopter began to lift and turn to the right. He applied left pedal with no response; he then lowered the collective. Subsequently, the left skid tube caught the ground and collapsed, and the helicopter came to rest on its left side. The main rotor blades did not come in contact with the ground or any part of the helicopter, but the tail rotor blades were broken. Additionally the tail boom and tail rotor drive shaft were broken. The pilot said that after he got out of the helicopter, he noticed that the wind was variable with light gusts. He said that the pond was being filled with water which gave him an incorrect interpretation of the wind conditions for landing.
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: 188 hours in all; 160 in this make and model
- Last flight review: June 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,405 hours
- Last inspection: 100-hour inspection, September 1, 2005; 44 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C10D (turboshaft); 0 hours total
The flight
- Departed from: NONE Medford OR at 11:30 pm
- Destination: NONE Jacksonville OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 30.14 inHg
- Observation at 11:53 pm from MFR, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.