Hughes 369D accident near Lyman, Washington, January 4, 2007
On January 4, 2007 at about 9:10 pm local time, a Hughes 369D (helicopter), registered N1088G, was substantially damaged in an accident near Lyman, Washington. It was an other work-use flight 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
The pilot's intentional flight into adverse weather conditions, which resulted in a loss of engine power during hover due to snow and ice ingestion. Factors associated with the accident are the pilot's delayed remedial actions, and snow and icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 2007 · about 9:10 pm local time
- Place
- Lyman, Washington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N1088G · no longer on the register · serial 700736D
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The pilot made two long-line movements of cargo in light dry snow. After completing the second load, the pilot noticed that the snow had turned wet and heavy, and he told the ground crew that he was leaving the area. As he turned to depart the area, one of the ground crew radioed him and said that he was going to pass near one of the loads, and suggested that he pick it up. The pilot maneuvered toward the load, and entered into a hover to swing the long-line hook forward. Just as he entered the hover, the engine lost power, and the pilot delayed his emergency autorotation to allow the ground crew person to find cover. Because the rotor system energy decayed during the pilot's intentional delay of the autorotation, he was unable to control the descent, and the helicopter settled onto the terrain at an excessive rate of descent. The pilot stated that when he changed the angle of attack to put the hook in the right location, he believes a layer of wet snow and ice crystals lifted off the canopy and entered the engine particle separator, leading to a loss of engine power. A postaccident inspection did not reveal evidence of any system malfunction or anomaly.
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; rotorcraft: helicopter
- Flight time: 22,172 hours in all; 20,484 in this make and model; 200 in the last 90 days; 30 in the last 30 days
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 5,504 hours
- Last inspection: 100-hour inspection, December 1, 2006
- Maximum gross weight: 3,550 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250/C20B (turboshaft); 0 hours total
The flight
- Departed from: Lyman WA at 9:05 pm
- Destination: Lyman WA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 0.5 statute miles
- Temperature: 34°F (1°C), dew point 0°F (-18°C)
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.
Other NTSB records under N1088G 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.