MD Helicopter 369A accident near Darby, Montana, April 2, 2013
On April 2, 2013 at about 5:00 pm local time, a 1970 MD Helicopter 369A, registered N369HW, was substantially damaged in an accident during landing (flare/touchdown) near Darby, Montana (Private Property airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to arrest the landing descent due to his incorrect use of the throttle, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 2013 · about 5:00 pm local time
- Place
- Darby, Montana · Private Property · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- MD Helicopter 369A, built 1970
- Registration
- N369HW · no longer on the register · serial 201374
- 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 he purchased the turbine-powered helicopter about 5 weeks before the accident and departed from his private airstrip for a brief local personal flight. During the approach for landing, when the helicopter was about 200 to 300 ft above ground level (agl), he added some power, and the engine responded normally. Shortly thereafter, he conducted a height-velocity check with satisfactory results. The pilot then slowed the helicopter to a descending hover with the engine running at an unspecified speed above flight idle. The pilot stated that, when the helicopter was about 10 ft agl, he increased the throttle setting, but the engine did not respond. He added collective to slow the descent, but the helicopter landed hard. Postaccident on-scene examination and system testing did not reveal evidence of any mechanical anomalies that would have resulted in a loss of engine power. The engine was tested in its as-removed condition and satisfactorily met all operational test and power calibration criteria with no anomalies or deficiencies noted. Review of the helicopter manufacturer's operating manual revealed that, during all phases of normal flight, the throttle should be in the full open (normal) position and should not be moved by the pilot. With the throttle in the full open position, a governor automatically increases and decreases engine power to maintain rotor rpm as the pilot raises and lowers the collective. According to the manufacturer, when the throttle is not in the full open position, the governor will not maintain rotor rpm, and full power will not be available. The pilot's statement that he increased the throttle setting about 10 feet agl indicates that he was manipulating the throttle contrary to the operating manual procedures, and this is likely the reason he was unsuccessful in stopping the helicopter's descent.
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
- Abnormal runway contact during landing (flare/touchdown)
- Hard landing during landing (flare/touchdown) defining event
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: unk
- Injury: serious injuries
The aircraft
- Last inspection: 100-hour inspection, February 26, 2013
- Seats: 5
- Landing gear: fixed
- Engine: Allison Rolls Royce C250 (turboshaft); 1,902 hours total
The flight
- Departed from: NONE Darby MT
- Destination: NONE Darby MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 050° at 5 knots
- Visibility: 10 statute miles
- Temperature: 50°F (10°C), dew point 32°F (0°C)
- Altimeter: 30.07 inHg
- Observation at 5:00 pm from K6S5, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 |
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.