Mcdonnell Douglas Helicopter 369E accident near Burns, Oregon, August 12, 2013
On August 12, 2013 at about 9:00 pm local time, a Mcdonnell Douglas Helicopter 369E, registered N62PJ, was substantially damaged in an accident during maneuvering (low-alt flying) near Burns, Oregon. It was a public-use flight (local) under public-use (government) rules. 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 total loss of engine power during cruise flight due to the separation of one of the 4th-stage turbine wheel blades due to low-cycle fatigue cracking that had progressed to high-cycle fatigue cracking, which ultimately led to the overload failure of the blade.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 2013 · about 9:00 pm local time
- Place
- Burns, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas Helicopter 369E · all 369Es on the register
- Registration
- N62PJ · no longer on the register · serial 0535E
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was conducting a local public flight. He reported that, during cruise flight about 400 ft above ground level over densely wooded mountainous terrain, he heard a "loud bang" emanate from the engine, followed by a left yaw and a "severe medium frequency vibration." The pilot subsequently performed a 180-degree, left-turn autorotation to a nearby forest service logging road. During the landing, the main rotor blades struck trees adjacent to the road, and the left skid slid into a ditch, which resulted in the subsequent separation of the left skid. Postaccident examination of the airframe and engine revealed that one 4th-stage turbine wheel blade had fractured at the blade root and that several additional turbine blades exhibited damage. Metallurgical examination of the fracture surface area revealed that it exhibited signatures consistent with low-cycle fatigue cracking that had progressed to high-cycle fatigue cracking, which led to the failure of the blade due to overload and resulted in the subsequent loss of engine power. Fluorescent penetrant inspection of the 4th-stage turbine wheel did not reveal any other cracks. In addition, the microstructure, hardness, and composition of the 4th-stage turbine wheel conformed to the engineering drawing requirements. A review of the maintenance logbooks revealed that the 4th-stage turbine wheel was part of a post-service bulletin (SB) commercial engine bulletin (CEB)-1365 or "enhanced" power turbine assembly design. According to the engine manufacturer, the pattern and appearance of the fracture on the accident wheel was similar to fractures on the wheels involved in eight other failures of the post-SB CEB-1365 power turbine assembly design. Representatives from the engine manufacturer reported that the low-cycle fatigue crack was likely initiated by a combination of two factors: (1) a high, positive thermal gradient in the airfoil trailing edge material near the hub during the engine starting process; and (2) the subsequent high, negative thermal gradient and high-speed stress into the blade during transient operation, such as autorotation.
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
- Loss of engine power (total) during maneuvering (low-alt flying) defining event
- Off-field or emergency landing during maneuvering (low-alt flying)
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Failure
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter
- Flight time: 5,030 hours in all; 205 in this make and model; 238 in the last 90 days; 106 in the last 30 days; 4,950 as pilot in command; 1,700 on instruments
- Last flight review: April 4, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,450 hours
- Last inspection: 100-hour inspection, July 26, 2013; 55 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 10,210 hours total
The flight
- Departed from: Burns OR at 7:45 pm
- Destination: Burns OR
Weather at the time
- Light: daylight
- Wind: at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 37°F (3°C)
- Altimeter: 30.04 inHg
- Observation at 8:53 pm from BNO, 20 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
12 documents, released by the NTSB on May 4, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N62PJ 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.