Hughes 269C accident near Tonawanda, New York, January 11, 1993
On January 11, 1993 at about 10:23 pm local time, a Hughes 269C (helicopter), registered N1088Z, was destroyed in an accident near Tonawanda, New York. It was an aerial observation flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
IMPROPER INFLIGHT PLANNING/DECISION BY THE PILOT AND HIS FAILURE TO MAINTAIN CLEARANCE FROM AN OBSTACLE DURING FLIGHT. FACTORS RELATED TO THE ACCIDENT INCLUDE POOR VISIBILITY AND WEATHER CONDITIONS AT DUSK, AND THE PILOT'S EXCESSIVE AIRSPEED FOR THE CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 11, 1993 · about 10:23 pm local time
- Place
- Tonawanda, New York · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Hughes 269C · all 269Cs on the register
- Registration
- N1088Z · no longer on the register · serial 511057
- Damage
- Destroyed
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REQUESTED AND RECEIVED A SPECIAL VFR CLEARANCE TO DEPART ON A RADIO TRAFFIC WATCH FLIGHT INTO ADVERSE WEATHER CONDITIONS. ABOUT 90 MINUTES LATER, THE PILOT REQUESTED ANOTHER SPECIAL VFR CLEARANCE TO LAND BACK AT THE DEPARTURE AIRPORT. NO PROBLEMS WERE REPORTED BY THE PILOT. RADAR DATA INDICATED THE HELICOPTER WAS TRAVELLING BETWEEN 50 AND 60 KNOTS AND WAS ABOUT 400 FEET ABOVE THE GROUND JUST PRIOR TO LOSS OF RADAR CONTACT. THE HELICOPTER IMPACTED POWER TRANSMISSION LINES 194 FEET ABOVE A RIVER AND DESCENDED INTO THE RIVER. LOW CLOUD CEILINGS, AN OBSCURED SKY, AND LOW VISIBILITY PREVAILED. IT WAS DUSK. AN EXAMINATION OF THE WRECKAGE DID NOT REVEAL ANY MECHANICAL MALFUNCTIONS.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,600 hours in all; 4,050 as pilot in command; 2,200 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,271 hours
- Last inspection: 100-hour inspection, December 11, 1992; 24 hours since
- Maximum gross weight: 2,050 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Bucholtz Aviation
The flight
- Departed from: IAG Niagra Falls NY at 8:54 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 070° at 13 knots
- Visibility: 2 statute miles
- Sky: overcast at 300 ft
- Temperature: 25°F (-4°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 10:49 pm from BUF, 8 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.