Hughes 369D accident near Mcminnville, Oregon, July 6, 1996
On July 6, 1996 at about 9:40 pm local time, a Hughes 369D (helicopter), registered N5110Y, was substantially damaged in an accident near Mcminnville, Oregon. It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper maintenance (replacement) and inspection of the engine fuel governor by company maintenance personnel, the pilot's inadequate preflight inspection, and a subsequent disconnect of the adjustable governor lever control rod, which disabled the engine speed governor and resulted in a partial loss of engine power. Factors relating to the accident were: trees and soft terrain in the emergency landing area, and a tailwind during the forced landing touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 1996 · about 9:40 pm local time
- Place
- Mcminnville, Oregon · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N5110Y · registry record · serial 510970D
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine fuel governor had been replaced since the previous flight. About 4 minutes after takeoff, while maneuvering at 400 to 500 feet above ground level, the helicopter's Engine Power Out (EPO) warning light and horn activated. The pilot reduced collective and entered an autorotation, but had to turn downwind to clear trees. The engine N2 (power turbine) RPM was stabilized at 88 to 90 percent during the descent, as compared to a normal range of 102 to 103 percent. The helicopter touched down in a soft field at 20 to 25 MPH forward speed, slid about 30 feet, and rolled over. On-site investigators found the adjustable governor lever control rod disconnected from the governor control lever, which a McDonnell Douglas investigator stated would result in loss of automatic governing of engine RPM. The nut and washer for securing the adjustable control rod to the governor control lever were found in the bottom of the engine compartment, but the cotter pin specified for safetying the nut and washer was not located. The aircraft operating handbook directed pilots to check the fuel control and N2 governor linkages during preflight inspection.
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: airline transport pilot
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,000 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,013 hours
- Last inspection: annual inspection, July 5, 1996; 2 hours since
- Maximum gross weight: 2,965 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Fire on the ground
- Operator: Evergreen Helicopters INC.
The flight
- Departed from: MMV OR at 9:36 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from SLE, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.