Hughes 269A accident near Mansfield, New Jersey, June 16, 2000
On June 16, 2000 at about 10:45 pm local time, a Hughes 269A (helicopter), registered N9014N, was substantially damaged in an accident near Mansfield, New Jersey. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to comply with published emergency procedures. A factor in the accident was the pilot's inadequate preflight planning which resulted in a take-off with the inadequate amount of fuel for the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 2000 · about 10:45 pm local time
- Place
- Mansfield, New Jersey
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N9014N · no longer on the register · serial 94-0316
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departure, the pilot did not visually check the fuel tank, and noted that the fuel gauge read 17-18 gallons. The pilot decided not to refuel and departed. About 60-minutes into the flight, the pilot stated the low fuel light illuminated, and the fuel gauge read 5 gallons. He then climbed from 400 to 800 feet, which took 4-minutes. After reaching 800 feet, the engine started to sputter and shortly after stopped producing power. The fuel gauge read empty. The pilot executed a forced landing to a clearing, struck pine trees, and rolled over onto its right side. Examination of the helicopter revealed that there was no fuel inside the fuel tank. According to the flight manual, the low fuel light will illuminate when there is one usable gallon of fuel left in the tank. It also stated that when the low fuel light illuminates, the pilot should land immediately. The pilot reported there were no mechanical deficiencies with 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
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 922 hours in all; 63 in this make and model; 16 in the last 90 days; 5 in the last 30 days; 743 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,500 hours
- Last inspection: annual inspection, June 15, 2000; 1 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: CDW Caldwell NJ at 9:40 pm
- Destination: MJX R.J. Miller NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 7 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 12,000 ft; scat at 5,000 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 10:59 pm from WRI, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N9014N the same tail number, which may have belonged to a different aircraft at the time
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.