MD Helicopter 369D accident near Columbia, California, May 13, 2011
On May 13, 2011 at about 4:17 pm local time, a MD Helicopter 369D, registered N124AL, was substantially damaged in an accident during enroute (cruise) near Columbia, California. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of power transmission to the main rotor for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2011 · about 4:17 pm local time
- Place
- Columbia, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- MD Helicopter 369D
- Registration
- N124AL · registry record · serial 290455D
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the helicopter was in cruise flight at 12,500 feet mean sea level over mountainous terrain when power stopped being transmitted to the main rotor system. He performed an autorotation to an open area. During the landing, the tail rotor sustained damage to both blades as they went through about 1 foot of snow. After landing, the engine was still running but was not spinning the main rotor blades. Postaccident examination of the airframe revealed no anomalies that would have precluded normal operation. The drive train was fully functional. The engine was run in a test cell, which confirmed that it met specifications for all parameters including performance. The reason for the loss of engine power could not be determined.
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
What happened, in order
- Miscellaneous/other during enroute (cruise) defining event
- Autorotation Off-field or emergency landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,500 hours in all; 2,500 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 11,086 hours
- Last inspection: annual inspection, February 5, 2011
- Landing gear: fixed
- Engine: Rolls-Royce Allison 250-C20B (turboshaft); 0 hours total
- Operator: Airlift Helicopters Of Alaska, Inc.
The flight
- Departed from: FAT Fresno CA
- Destination: RNO Reno NV
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,100 ft
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 29.76 inHg
- Observation at 3:54 pm from KCOU, 31 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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 N124AL 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.