Hughes 269A accident near Morris, Minnesota, July 29, 2016
On July 29, 2016 at about 2:00 pm local time, a 1965 Hughes 269A (helicopter), registered N269JB, was substantially damaged in an accident during maneuvering near Morris, Minnesota. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was 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 clearance from terrain due to his distraction by the navigation system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2016 · about 2:00 pm local time
- Place
- Morris, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A 1, built 1965 · all 269As on the register
- Registration
- N269JB · no longer on the register · serial 105-0395
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During the aerial application flight, the commercial pilot was flying at 45 knots when he looked at his navigation system to ensure that he was on course. He felt the helicopter slow down and looked up to see that he had descended into the soybean field. The helicopter rotated 180° and came to rest on its right side, resulting in substantial damage. Postaccident examination of the wreckage did not reveal any anomalies that would have precluded normal operation of the helicopter.
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
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,254 hours in all; 62 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 2,990 as pilot in command
- Last flight review: May 14, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, September 9, 2015
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360A1A (piston); 0 hours total
The flight
- Departed from: Morris MN at 2:00 pm
- Destination: Morris MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 30.09 inHg
- Observation at 8:53 am from KMOX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on April 21, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.