Hughes 369D accident near 6Nm Sse Wrangel, Alaska, May 13, 1982
On May 13, 1982 at about 5:20 pm local time, a Hughes 369D (helicopter), registered N1107T, was substantially damaged in an accident near 6Nm Sse Wrangel, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 1982 · about 5:20 pm local time
- Place
- 6Nm Sse Wrangel, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N1107T · registry record · serial 210898D
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT THE AIRCRAFT WAS ON A RECONNAISSANCE FLIGHT TO SURVEY A PROPOSED POWERLINE PROJECT. HE REPORTED THAT DURING THE FLIGHT, THE ENGINE FLAMED OUT AND AN AUTOROTATION WAS INITIATED. HE MANEUVERED THE HELICOPTER TO LAND IN A CLEARANCE, BUT STRUCK THE TOP OF A TREE ABOUT 35 FT AGL. THE HELICOPTER THEN TRAVELED 90 FT HORIZONTALLY AND IMPACTED ON SOFT, SLOPING MUSKEG. AN EXAMINATION OF THE AIRCRAFT AND ENGINE REVEALED NO PREIMPACT FAILURES. THE ENGINE PERFORMED NORMALLY DURING AN OPERATIONAL CHECK. ACCORDING TO THE PILOT AND PASSENGERS, THE HELICOPTER HAD BEEN FLOWN THROUGH AT LEAST ONE AREA OF WET SNOWSHOWERS. HOWEVER, THE INTENSITY OF THE SHOWERS WAS NOT DETERMINED. THE HELICOPTER WAS EQUIPPED WITH AUTO-IGNITION, AN ANTI-ICE SYSTEM, AND A MODIFICATION TO THE ENGINE INLET SCREEN AND INSPECTION DOOR TO REDUCE FOD AND SNOW INGESTION.
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: 4,750 hours in all; 2,470 in this make and model; 46 in the last 90 days; 9 in the last 30 days; 4,020 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 456 hours
- Last inspection: inspection type not recorded; 11 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: WRG Wrangell AK at 9:55 am
- Destination: WRG Wrangell AK
- Flight plan: not recorded
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 8 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 4,000 ft; scat at 25,000 ft
- Temperature: 109°F (43°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 10:29 am from WRG, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 |
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.