Hughes 369HS accident near London, Ohio, January 29, 2013
On January 29, 2013 at about 3:30 pm local time, a Hughes 369HS (helicopter), registered N193M, was substantially damaged in an accident during enroute near London, Ohio (None airport). 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 instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to comply with established cold weather operating procedures, which resulted in a total loss of engine power. Contributing to the accident was the pilot's excessive aft cyclic input during the landing flare, which resulted in main rotor blade contact with the tail boom.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2013 · about 3:30 pm local time
- Place
- London, Ohio · None · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Hughes 369HS · all 369HSs on the register
- Registration
- N193M · no longer on the register · serial 1190219S
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot said the helicopter's turbine engine lost power after flying through an area of moderate to heavy snow. The pilot entered an autorotation and applied excessive aft cyclic during the touchdown in a field, which caused the main rotor blades to flex down and sever the tailboom. Weather reported in the area included snow and freezing fog, with a temperature of 16 degrees F. The helicopter was equipped with an automatic engine re-ignition and engine failure warning system, which was required per the rotorcraft flight manual (RFM) for operation in falling or blowing snow. The pilot said this system was armed at the time of the engine failure and the engine-out warning light illuminated and an audible tone sounded before the power loss. The RFM also stated that flight into known icing conditions was prohibited and fuel had to meet anti-icing capability of JP-4 when operating at 40 degrees or less. A review of fueling records revealed that no anti-icing additive was added to the fuel. The pilot was aware of the icing conditions, but he continued the flight. Examination of the engine found no mechanical anomalies that would have precluded normal operation.
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
What happened, in order
- Loss of engine power (total) during enroute defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Snow › Effect on equipment
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 500 hours in all; 400 in this make and model
- Last flight review: January 14, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,309 hours
- Maximum gross weight: 2,550 lb
- Landing gear: fixed
- Engine: Allison A250-C18 (turboshaft); 0 hours total
The flight
- Departed from: Canton OH
- Destination: DAY Dayton OH
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 140° at 7 knots
- Sky: vv at 800 ft
- Temperature: 16°F (-9°C), dew point 14°F (-10°C)
- Altimeter: 30.19 inHg
- Observation at 3:53 pm from OSU, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.