Hughes OH-6A accident near Marfa, Texas, April 15, 1997
On April 15, 1997 at about 2:00 am local time, a Hughes OH-6A (helicopter), registered N6638P, was substantially damaged in an accident near Marfa, Texas (Marfa Municipal airport). It was a public-use 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's improper touchdown, and the designated examiner's inadequate supervision. The light condition at dusk was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 1997 · about 2:00 am local time
- Place
- Marfa, Texas · Marfa Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes OH-6A · all OH-6As on the register
- Registration
- N6638P · registry record · serial 67-16333
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor pilot, an FAA designated flight examiner, was giving a 'semi-annual helicopter checkride' to a commercial pilot. According to the examiner, the flight was planned for a 'before dark departure...for a more gradual dark adaptation for planned PM full touchdown autorotations.' The commercial pilot performed 'several hovering autorotations and a Run-On landing before complete sunset.' The commercial pilot's first practice autorotation was initiated at dusk from approximately 700 feet AGL, and all indications were 'normal.' At about 65 feet, he initiated a flare and 'held the flare to an approximate altitude of 10 feet, where he began the initial pitch pull and began to level the aircraft.' The helicopter touched down prior to reaching a 'full level attitude and prior to applying full up collective.' The helicopter 'made initial contact on the rear portion of the skids causing the main rotor blades to flex down and sever the tailboom' approximately 2-1/2 feet forward of the tail rotor gearbox.
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: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 20,702 hours in all; 2,150 in this make and model; 102 in the last 90 days; 23 in the last 30 days; 20,702 as pilot in command; 8,802 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,338 hours
- Last inspection: inspection type not recorded, April 1, 1997; 5 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison T63A700 (turboshaft); 0 hours total
The flight
- Departed from: MRF at 1:30 am
- Flight plan: none
- Runway 12, 6,220 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 120° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
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.