Hughes 369HS accident near Junction, Texas, April 15, 1990
On April 15, 1990 at about 9:05 pm local time, a Hughes 369HS (helicopter), registered N9138F, was substantially damaged in an accident near Junction, Texas (Private airport). It was a positioning 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 IN COMMAND'S INADEQUATE EXECUTION OF THE AUTOROTATION FOLLOWING A ENGINE FAILURE WHICH RESULTED FROM HIS FAILURE TO REFUEL THE AIRCRAFT WITH THE PROPER GRADE OF FUEL WHEN HE RAN SHORT DURING THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 1990 · about 9:05 pm local time
- Place
- Junction, Texas · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369HS · all 369HSs on the register
- Registration
- N9138F · no longer on the register · serial 330458S
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT LANDED HARD AND ROLLED OVER DURING A FORCED LANDING AFTER AN ENGINE FLAMEOUT AND AUTOROTATION. THE PILOT HAD FLIGHT PLANNED THE FERRY FLIGHT FOR A DISTANCE OF 162 NM INSTEAD OF THE ACTUAL 258 NM. NO WEATHER BRIEFING WAS OBTAINED PRIOR TO DEPARTURE. DURING THE FLIGHT HE ENCOUNTERED FOG AND LOW CEILINGS WHICH REQUIRED A PRECAUTIONARY LANDING. AFTER THE FOG CLEARED, HE TOOK OFF, FLEW AROUND FOR 20 MINUTES, AND PROCEEDED ON COURSE. HOWEVER, THE PILOT ENCOUNTERED HEAD WINDS AND WAS FORCED TO STOP AND ADD FUEL AT LOCAL RANCHES TWICE. AT THE FIRST, HE FUELED WITH A MIXTURE OF DIESEL AND AUTOGAS AND AT THE SECOND HE FUELED WITH AUTOGAS ONLY. AFTER TAKEOFF FROM THE SECOND REFUELING SITE, THE ENGINE FLAMED OUT AT ABOUT 200' AGL. FUEL SAMPLES TAKEN FROM THE AIRCRAFT WERE FOUND TO BE 10% JET-A AND 90% AUTOGAS, NOT THE 2:1 RATIO OF JET-A AUTOGAS SPECIFIED IN THE ENGINE MAINTENANCE MANUAL.
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: rotorcraft: helicopter
- Flight time: 2,081 hours in all; 1,907 in this make and model; 238 in the last 90 days; 34 in the last 30 days; 2,026 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,242 hours
- Last inspection: continuous airworthiness programme, March 9, 1990; 38 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
- Operator: Neveri, INC.
The flight
- Departed from: NONE at 12:20 pm
- Destination: JCT Junction TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 13 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
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.