Hughes 269B accident near Linville, North Carolina, October 5, 1993
On October 5, 1993 at about 1:55 pm local time, a Hughes 269B (helicopter), registered N9333F, was substantially damaged in an accident near Linville, North Carolina. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN AIRSPEED THAT WOULD HAVE AVOIDED A LOSS OF TAIL ROTOR EFFECTIVENESS (LTE), AND HIS IMPROPER COMPENSATION FOR TAILWIND CONDITION. A FACTOR WAS THE LACK OF INFORMATION IN THE PILOT'S OPERATING HANDBOOK REGARDING THE CONDITIONS UNDER WHICH LTE MAY OCCUR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 1993 · about 1:55 pm local time
- Place
- Linville, North Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269B · all 269Bs on the register
- Registration
- N9333F · registry record · serial 34-0040
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER TOOK OFF FROM A PRIVATE GOLF COURSE IN MOUNTAINOUS TERRAIN. THE ELEVATION WAS AT THE UPPER LIMIT OF THE HELICOPTER'S CAPABILITY TO HOVER IN GROUND EFFECT. AFTER DEPARTURE, A CLIMBING TURN WAS MADE TO THE NORTHEAST. ABOUT 300 FEET AT 40-45 MPH, THE TAIL PITCHED UP, ROTOR RPM DECAYED, AND THE HELICOPTER BEGAN LOSING ALTITUDE. THE PILOT REPORTED THAT THE HELICOPTER ROTATED CLOCKWISE ABOUT ITS VERTICAL AXIS. THE WIND WAS FROM THE WEST ABOUT THREE TO SIX KNOTS. AN AUTOROTATION WAS INITIATED. AFTER TURNING 180 DEGREES, TO THE WEST, TREES WERE OVERFLOWN WHICH THE TAIL ROTOR CONTACTED. AFTER TURNING BACK INTO THE WIND, DIRECTIONAL CONTROL WAS REGAINED AND THE HELICOPTER TOUCHED DOWN, HARD, ON THE GOLF COURSE. MANUFACTURER'S PERSONNEL STATED THAT THE CIRCUMSTANCES WERE CONSISTENT WITH PREVIOUS ACCIDENTS THAT INVOLVED A LOSS OF TAIL ROTOR EFFECTIVENESS (LTE). AN OWNER'S MANUAL FOR THE ACFT WAS CONSULTED. NO INFORMATION WAS PROVIDED REGARDING THE CONDITIONS CONDUCIVE 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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,529 hours in all; 492 in this make and model; 84 in the last 90 days; 52 in the last 30 days; 4,443 as pilot in command; 2,235 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-A1A (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from HKY, 30 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.