Hughes 369D accident near Moclips, Washington, May 21, 1997
On May 21, 1997 at about 5:00 pm local time, a Hughes 369D (helicopter), registered N8306F, was substantially damaged in an accident near Moclips, Washington. It was a flight of an unrecorded kind under external-load helicopter rules (Part 133). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate installation of the fuel control by company maintenance personnel and a loose nut on a line. A disconnected Pc line was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 1997 · about 5:00 pm local time
- Place
- Moclips, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N8306F · registry record · serial 380274D
- 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 pilot reported that he lifted off vertically and turned the helicopter downwind toward the first sling load. When the helicopter attained an altitude of 70 to 80 feet above ground level, the engine experienced a loss of power. The pilot initiated a hovering autorotation and just before touchdown, the left side landing skid collided with a 17 gallon fuel jug. The helicopter began to roll to the right and the right side landing skid collided with the ground and collapsed. The helicopter continued to roll to the right and came to rest on its right side. Post accident investigation of the engine revealed that the pneumatic line at the fuel control of the engine was disconnected. Two days prior to the accident the fuel control had been replaced and the mechanic stated that all of the B-nuts had been properly torqued. The pneumatic line, B-nut and threads, and the mating connection on the fuel control were inspected for damage. There was no evidence of damage found to indicate how the B-nut could have backed off the fuel control connection if it had been properly torqued.
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: 10,000 hours in all; 10,000 in this make and model; 150 in the last 90 days; 60 in the last 30 days; 10,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,496 hours
- Last inspection: continuous airworthiness programme, May 19, 1997; 5 hours since
- Maximum gross weight: 3,000 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: Aberdeen WA at 4:30 pm
- Destination: WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 11 knots
- Visibility: 20 statute miles
- Sky: scat at 2,500 ft
- Temperature: 59°F (15°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 5:52 pm from HQM, 19 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.
Other NTSB records under N8306F 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.