Hughes 369D accident near Willows, California, September 2, 2014
On September 2, 2014 at about 8:00 pm local time, a 1982 Hughes 369D (helicopter), registered N516PJ, was substantially damaged in an accident during enroute near Willows, California (Willows-Glenn County airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to adequately secure cargo (a jacket), which resulted in the jacket exiting the cabin compartment and colliding with the tail rotor during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2014 · about 8:00 pm local time
- Place
- Willows, California · Willows-Glenn County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D, built 1982 · all 369Ds on the register
- Registration
- N516PJ · registry record · serial 1188D
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight an unsecured jacket departed the helicopter through an open window. The tail rotor drive shaft sheared as a result of the jacket's contact with the tail rotors. The pilot subsequently initiated a forced landing to an orchard where during landing, the main rotors struck and separated the tailboom. The pilot reported no preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
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 defining event
- Loss of control in flight during enroute
The NTSB's findings
- cause Aircraft › Aircraft handling/service › Loading › (general) › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
- cause Environmental issues › Physical environment › Object/animal/substance › Debris/dirt/foreign object › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 22,100 hours in all; 6,495 in this make and model; 140 in the last 90 days; 46 in the last 30 days; 19,005 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 9,258 hours
- Last inspection: 100-hour inspection, August 22, 2014
- Maximum gross weight: 3,000 lb
- Landing gear: fixed
- Engine: Rolls Royce/Allison 250-C20B (turboshaft); 9,146 hours total
- Operator: Pj Helicopters INC
The flight
- Departed from: WLW Willows CA at 7:55 pm
- Destination: WLW Willows CA
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 46°F (8°C)
- Altimeter: 29.76 inHg
- Observation at 7:55 pm from KCIC, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.