Hughes 269A accident near Huntsville, Alabama, October 7, 2003
On October 7, 2003 at about 2:40 pm local time, a Hughes 269A (helicopter), registered N911HC, was substantially damaged in an accident near Huntsville, Alabama. It was a business flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain obstacle clearance while hovering out of ground effect, which resulted in a collision with a tree and subsequent uncontrolled collision with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2003 · about 2:40 pm local time
- Place
- Huntsville, Alabama · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N911HC · no longer on the register · serial 67-280781
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the purpose of the flight was to photograph a nearby golf course. As the pilot maneuvered the helicopter to facilitate the purpose of the flight, the tail rotor assembly collided with trees, and the helicopter subsequently collided with the ground. The passenger stated that the helicopter was traveling in a backward motion at approximately 60 feet above the ground. Examination of the downed helicopter revealed that wreckage debris was scattered in the immediate vicinity of the wreckage. The on site examination revealed the helicopter tail rotor struck a tree approximately 60 feet above the ground. The center of impact was nearly vertical in direction, 46 feet from the tree that was struck. The ground scar of the helicopter was consistent with very little or no lateral movement. The downed helicopter came to rest on its left side on a 010-degree magnetic heading approximately 5 nautical miles southeast of downtown Huntsville, Alabama. Examination of the wreckage at the wreckage site revealed the tail boom was separated. The tail rotor blade was separated from the tail boom. The pilot did not report any problems with the helicopter prior to the accident.
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: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 530 hours in all; 250 in this make and model; 4 in the last 90 days; 3 in the last 30 days; 432 as pilot in command; 115 on instruments
- Last flight review: September 10, 2003
- Medical certificate: Class 2 (expired)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 12,393 hours
- Last inspection: annual inspection, January 6, 2003; 55 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO360 (piston); 0 hours total
The flight
- Departed from: 3M5 Moontown AL at 2:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 9,500 ft
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.10 inHg
- Observation at 2:54 pm from HSV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.