Md Helicopter 369 accident near Eugene, Oregon, July 28, 2019
On July 28, 2019 at about 5:15 am local time, a 1987 Md Helicopter 369, registered N438RC, was substantially damaged in an accident during approach near Eugene, Oregon (Mahlon Sweet Field Airport). It was an other work-use flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The left seat pilot’s failure to account for environmental conditions conducive to a loss of tail rotor effectiveness, which resulted in a loss of tail rotor effectiveness and subsequent loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2019 · about 5:15 am local time
- Place
- Eugene, Oregon · Mahlon Sweet Field Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Md Helicopter 369 E, built 1987
- Registration
- N438RC · no longer on the register · serial 0245E
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots reported that they were approaching the airport ramp area for landing from the east with a wind of 10 knots from the north. About 25 to 30 feet above the ramp at an airspeed of about 25 knots, the left seat pilot reduced left pedal pressure to turn the helicopter toward the right into the wind, then subsequently increased left pedal pressure to stop the turn; however, the helicopter continued right and began to spin. The pilot lowered the collective, and the right seat pilot took the flight controls in an attempt to slow the spin. The helicopter impacted the ground hard, spreading the landing skids and resulting in the tail rotor contacting the ramp. Postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation. The helicopter’s altitude above the ramp, its low forward speed, and the right turn were conducive to the onset of a loss of tail rotor effectiveness (LTE). Given the lack of mechanical anomalies, it is likely that the loss of control was due to LTE.
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 tail rotor effectiveness during approach defining event
- Collision with terrain or object (not controlled flight into terrain) during approach
- Hard landing during landing
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 505 hours in all; 14 in this make and model; 14 in the last 90 days; 7 in the last 30 days; 398 as pilot in command
- Last flight review: April 26, 2019
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, remote
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 999,999 hours in all; 9,999 in this make and model
- Medical certificate: Class 2
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 9,497 hours
- Last inspection: annual inspection, February 12, 2019; 38 hours since
- Maximum gross weight: 2,311 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 9,520 hours total
- Operator: Lane County Sheriffs Office
The flight
- Departed from: EUG Eugene OR
- Destination: EUG Eugene OR
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 350° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 54°F (12°C)
- Altimeter: 30.17 inHg
- Observation at 4:54 am from EUG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on April 19, 2022. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Record of Email - NTSB Materials Laboratory | PDF, 3 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 3 | Google Earth Maps | PDF, 4 pages | View Download |
| 4 | Airframe Examination Observations | PDF, 11 pages | View Download |
| 5 | FAA Advisory Circular #90-95 for Unanticipated Right Yaw in Helicopters | PDF, 10 pages | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 7 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 8 | On Scene Photos - Courtesy of the Lane County Sheriffa��s Office | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.