Hughes 269C accident near Houston, Texas, September 24, 1996
On September 24, 1996 at about 3:45 am local time, a Hughes 269C (helicopter), registered N7492F, was substantially damaged in an accident near Houston, Texas (William P. Hobby airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
company maintenance personnel not complying with maintenance procedures and directives to inspect the helicopter's skids, which allowed the right skid to wear beyond the manufacturer's tolerances.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 1996 · about 3:45 am local time
- Place
- Houston, Texas · William P. Hobby · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269C · all 269Cs on the register
- Registration
- N7492F · registry record · serial 350401
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor was demonstrating an autorotation from 50 feet AGL to a grassy area. The helicopter touched down with skids level and the flight instructor increased the collective to keep the aircraft skids light on the ground and to maintain a straight ground track. The helicopter had traveled approximately 70 feet, and was moving at approximately 20 knots when the aircraft pitched forward and to the right. The flight instructor 'felt at least three severe impacts to the aircraft and then the aircraft was stopped.' Examination of the helicopter revealed that the left and right skid tubes were fractured, and the right skid was detached from its front and rear gear dampers. The tailboom and tail rotor were 'sheared off' by the 'main rotor blades.' Further examination of the skids revealed that the bottom of the right skid tube was 'worn beyond the manufacturers tolerances.' According to an FAA inspector, a 'certified A&P [mechanic] failed to follow inspection procedures as outlined in [the] work card and [the] Manufacturer 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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,096 hours in all; 167 in this make and model; 100 in the last 90 days; 36 in the last 30 days; 4,019 as pilot in command; 1,433 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,500 hours
- Last inspection: annual inspection, July 15, 1996; 45 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: HOU at 2:10 am
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 150° at 6 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.