Hughes 369D accident near Pryor, Oklahoma, December 5, 2025
On December 5, 2025 at about 2:58 pm local time, a 1981 Hughes 369D (helicopter), registered N161LA, was substantially damaged in an accident during maneuvering (low-alt flying) near Pryor, Oklahoma. It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 5, 2025 · about 2:58 pm local time
- Place
- Pryor, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D, built 1981 · all 369Ds on the register
- Registration
- N161LA · registry record · serial 711015D
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On December 5, 2025, about 0858 central standard time, a Hughes 369D, N161LA, was substantially damaged when it was involved in an accident near Pryor, Oklahoma. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 aerial observation flight. According to the operator, the helicopter departed from a landing zone about 1 mile from the accident site, about 28 minutes prior to the accident. The purpose of the flight was to visually monitor power line replacement operations. According to multiple witnesses who were employed by the power line company, the helicopter was hovering above and alongside the power distribution line being constructed. During the hover, the helicopter was moving at a slow rate of speed, about 4 knots, while the pilot was observing a device called a “sock,” being pulled along the power distribution line by ground based equipment. The witnesses reported that the helicopter suddenly pitched up to a near inverted attitude, flew backward, then turned and pitched straight down, toward the ground. They described the sequence as if it looked like the helicopter “flipped over on its back and fell to the ground.” Examination of the accident site revealed that the helicopter impacted an open field, in a nose low attitude, about 250 ft south of the power distribution line where the ‘sock’ was being observed. The first identifiable point of contact (FIPC) was a ground impression with various fragments of debris consistent with the forward fuselage and cabin area, and ground penetration scars consistent with the left and right skid toes. The skid toe and forward 2-3 ft of the right skid was separated from the rest of the right skid and remained impaled in the ground at the FIPC. The main wreckage came to rest on its right side, on a magnetic heading of about 040°, about 6 ft south of the FIPC. The majority of the debris field remained within about a 50 ft diameter of the main wreckage. One main rotor blade was located about 110 ft south of the main wreckage and another main rotor blade was located about 160 ft southeast of the main wreckage. A section of main rotor blade section was located about 160 ft south of the main wreckage, and one pitch horn was located about 170 ft south of the main wreckage. (See figure 1.) All major components of the helicopter were located at the accident site. Figure 1. Debris field The wreckage was recovered to a secure facility for further examination.
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 control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The aircraft
- Airframe total time: 27,279.6 hours
- Last inspection: 100-hour inspection, September 23, 2025; 35.1 hours since
- Maximum gross weight: 3,550 lb
- Seats: 5
- Landing gear: fixed
The flight
- Departed from: Pryor OK at 2:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 10 knots
- Visibility: 0.2 statute miles
- Sky: overcast at 300 ft
- Temperature: 30°F (-1°C), dew point 30°F (-1°C)
- Altimeter: 30.07 inHg
- Observation at 8:55 am from KGCM, 12 miles away
Weather report (METAR): METAR KGCM 051455Z AUTO 20010KT 1/4SM FZFG OVC003 M01/M01 A3007 RMK AO2=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR26FA054.