Hughes 369HS accident near Talladega, Alabama, July 12, 1993
On July 12, 1993 at about 7:55 pm local time, a Hughes 369HS (helicopter), registered N9116F, was substantially damaged in an accident near Talladega, Alabama. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S POOR IN-FLIGHT DECISION TO LAND DOWNWIND IN A CONFINED AREA THAT WAS SURROUNDED BY HIGH OBSTRUCTIONS, AND HIS FAILURE TO PROPERLY COMPENSATE FOR THE TAILWIND CONDITION. A FACTOR RELATED TO THE ACCIDENT WAS: THE PILOT'S LACK OF TOTAL EXPERIENCE IN THE TYPE OF AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1993 · about 7:55 pm local time
- Place
- Talladega, Alabama · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369HS · all 369HSs on the register
- Registration
- N9116F · no longer on the register · serial 0396S
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER PILOT HAD ATTAINED 9 HOURS OF FLIGHT TIME IN THIS MAKE & MODEL OF AIRCRAFT. HE WAS ATTEMPTING A DOWNWIND LANDING IN A CONFINED AREA OF THE TALLADEGA SUPER SPEEDWAY, ALTHOUGH OPEN & UNCONFINED AREAS WERE LOCATED NEARBY. THE SITE WAS 168 FEET LONG & 105 FEET WIDE, AND WAS SURROUNDED ON ALL SIDES BY TALL FENCES & POWER LINES. WITNESSES STATED THAT JUST BEFORE TOUCHDOWN IN THE CONFINED AREA, THE HELICOPTER BEGAN TO OSCILLATE FROM SIDE TO SIDE. THE HELICOPTER THEN ASCENDED TO A HEIGHT OF ABOUT 25 FEET, THEN IT BEGAN TO SPIN IN A COUNTERCLOCKWISE DIRECTION. THE RIGHT FRONT SEAT PASSENGER RECALLED BRACING HIS HANDS ON THE CONSOLE & DOOR OF THE HELICOPTER DURING THE EVENT; HOWEVER, HE DID NOT RECALL THE POSITION OF HIS FEET DURING THE EVENT. EXAMINATION OF THE AIRCRAFT DID NOT REVEAL ANY PREIMPACT MALFUNCTION OF THE TAIL ROTOR SYSTEM. METALLURGICAL EXAM OF FRACTURES ON THE COLLECTIVE STICK, COLLECTIVE STICK HOUSING, COLLECTIVE PUSH-PULL ROD & ROD END FROM THE ROTOR HEAD REVEALED NO EVIDENCE OF PROGRESSIVE CRACKING (BEFORE IMPACT).
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: private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,073 hours in all; 9 in this make and model; 81 in the last 90 days; 31 in the last 30 days; 963 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, August 12, 1992
- Maximum gross weight: 2,550 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: BHM Birmingham AL at 7:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 130° at 5 knots
- Visibility: 6 statute miles
- Sky: scat at 4,000 ft
- Temperature: 90°F (32°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 pm from ANB, 12 miles away
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.