Hughes 369A accident near Northford, Connecticut, March 19, 1994
On March 19, 1994 at about 2:50 pm local time, a Hughes 369A (helicopter), registered N97LC, was destroyed in an accident near Northford, Connecticut. It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER FOR UNDETERMINED REASONS, AND THE PILOT'S FAILURE TO MAINTAIN ROTOR RPM DURING THE FORCED LANDING AUTOROTATION, RESULTING IN A LOSS OF AIRCRAFT CONTROL AND COLLISION WITH TREES. ALSO CAUSAL TO THE ACCIDENT WAS THE PILOT'S LACK OF RECENT HELICOPTER EXPEREINCE AND HIS LACK OF EXPERIENCE IN THIS MODEL HELICOPTER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 1994 · about 2:50 pm local time
- Place
- Northford, Connecticut
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369A · all 369As on the register
- Registration
- N97LC · no longer on the register · serial 880719
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ARMY NATIONAL GUARD HAD TRANSFERRED THE HELICOPTER TO A LAW ENFORCEMENT AGENCY THE DAY PRIOR TO THE ACCIDENT. THE HELICOPTER WAS CRUISING ABOUT 800 FEET ABOVE GROUND LEVEL IN LOOSE FORMATION WITH ANOTHER HELICOPTER, WHEN RADIO AND VISUAL CONTACT WERE LOST. WITNESSES SAW THE HELICOPTER IN A DESCENT AND OBSERVED IT IMPACT TREES. NO DISTRESS CALLS WERE HEARD FROM THE PILOT. EVIDENCE INDICATED THAT THE MAIN AND TAIL ROTOR BLADES WERE AT LOW RPM. EXAMINATION OF THE ENGINE AND COMPONENTS INDICATED LOW POWER AT IMPACT. NO DISCREPANCIES WERE NOTED DURING THE EXAMINATION. A POST IMPACT FIRE DESTROYED MAJOR PORTIONS OF THE ENGINE AND FUSELAGE. THE PILOT FLEW WITH A FLIGHT INSTRUCTOR FOR 1.1 HOURS THE DAY BEFORE THE ACCIDENT. THIS WAS THE PILOT'S ONLY FLIGHT TIME IN THIS MODEL HELICOPTER PRIOR TO THE ACCIDENT. ALSO, OTHER THAN THIS FLIGHT, HE HAD NOT FLOWN ANY HELICOPTER IN OVER 5 YEARS.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,250 hours in all; 1 in this make and model; 38 in the last 90 days; 26 in the last 30 days; 7,744 as pilot in command; 959 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,082 hours
- Last inspection: continuous airworthiness programme, March 15, 1994; 2 hours since
- Maximum gross weight: 2,560 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison T-63-A-700 (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: 0QU North Kingston RI at 1:45 pm
- Destination: MMU Morristown NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: not reported
- Wind: from 320° at 15 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 4,300 ft; not recorded
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 2:45 pm from HVN, 11 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.
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.