Hughes OH-6A accident near Tampa, Florida, January 4, 2002
On January 4, 2002 at about 8:05 pm local time, a Hughes OH-6A (helicopter), registered N46TP, was substantially damaged in an accident near Tampa, Florida (Tampa International Airport). It was a public-use flight under public-use (government) rules. 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper flare during practice autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 2002 · about 8:05 pm local time
- Place
- Tampa, Florida · Tampa International Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes OH-6A · all OH-6As on the register
- Registration
- N46TP · no longer on the register · serial 891268
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot, under the supervision of the flight instructor, initiated a full-touchdown autorotation in an unmowed, grassy practice area. After touchdown, the helicopter began a slow ground run for three to five feet with no abnormalities. The flight instructor and commercial pilot then reported a very hard hop, and the helicopter collided with the ground and began gyrating violently. Both pilots shut it down. Examination of the helicopter revealed the main rotor severed the tail boom, separating it from the airframe. The pilots reported no mechanical failures.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 871 hours in all; 371 in this make and model; 117 in the last 90 days; 46 in the last 30 days; 745 as pilot in command
- Last flight review: November 9, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Pilot (unmanned)
- 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; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,550 hours in all; 2,000 in this make and model; 93 in the last 90 days; 35 in the last 30 days; 5,975 as pilot in command; 384 on instruments
- Last flight review: November 9, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,910 hours
- Last inspection: 100-hour inspection, December 11, 2001; 50 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison T63A700 (turboshaft); 0 hours total
The flight
- Departed from: KTPA Tampa FL at 7:00 pm
- Destination: KTPA Tampa FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 30°F (-1°C)
- Altimeter: 30.31 inHg
- Observation at 8:53 pm from KTPA, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.