Hughes 269A accident near Brownsboro, Texas, December 18, 1999
On December 18, 1999 at about 7:30 pm local time, a Hughes 269A (helicopter), registered N575PF, was substantially damaged in an accident near Brownsboro, Texas. It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of tail rotor effectiveness as a result of tail rotor vortex ring state.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 1999 · about 7:30 pm local time
- Place
- Brownsboro, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N575PF · no longer on the register · serial 121-0033
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to the accident, the helicopter was flying on an easterly heading in level flight at approximately 20 knots while making shallow turns following a creek bed. The pilot reported that the helicopter lost all of its lift and power and started descending toward the trees. The pilot added that the anti-torque pedals were ineffective and the helicopter was spinning to the right prior to impact with the trees. Minor repairs were made to the engine in order to run the engine on the helicopter. The engine was started and operated twice within the 1300 to 2500 RPM range for 18 minutes. A representative of the engine manufacturer reported 'no pre-existing engine deficiencies were noted and the investigation did not produce any evidence that the engine was not capable of operating and producing power at the time of the accident.' The conditions at the time of the accident were found to be conducive to the formation of a tail rotor vortex ring state.
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: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 918 hours in all; 367 in this make and model; 7 in the last 90 days; 3 in the last 30 days; 918 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,809 hours
- Last inspection: annual inspection, November 15, 1999; 2 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-B1A (piston); 0 hours total
The flight
- Departed from: NONE Flint TX at 6:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from TYR, 13 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.