Hughes 269C accident near Estacada, Oregon, November 15, 1989
On November 15, 1989 at about 9:00 pm local time, a Hughes 269C (helicopter), registered N9592F, was destroyed in an accident near Estacada, Oregon. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT MISJUDGED CLEARANCE BETWEEN HER EXTERNAL LOAD AND THE OBSTRUCTION. FACTORS RELATED TO THE ACCIDENT WERE: THE OBSTRUCTION, IMPROPER MAINTENANCE AND MODIFICATION OF THE EXTERNAL LOAD LINE/HOOK BY THE OPERATOR, FAILURE OF THE PILOT TO JETTISON THE EXTERNAL LOAD, AND A FAILURE OF THE OPERATOR MANAGEMENT TO ASSURE THE PILOT HAD RECEIVED ADEQUATE TRAINING/CERTIFICATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 1989 · about 9:00 pm local time
- Place
- Estacada, Oregon · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269C · all 269Cs on the register
- Registration
- N9592F · no longer on the register · serial 440296
- Damage
- Destroyed
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER WAS BEING USE IN AN EXTERNAL LOAD OPN TO MOVE CHRISTMAS TREES FROM A FIELD TO A DROP ZONE (DZ) FOR LOADING ON A TRUCK. DURING AN APCH TO THE DZ, THE PLT DID NOT MAINTAIN SUFFICIENT ALTITUDE OR CLEARANCE TO KEEP THE LOAD CLEAR OF OBSTRUCTIONS. SUBSEQUENTLY, SHE LOST CONTROL OF THE HELICOPTER & IT TRAVELED 100 TO 200 FT BACKWARDS. IT THEN HIT THE GROUND TAIL 1ST, ROLLED OVER & WAS EXTENSIVELY DAMAGED. TREES WERE SCATTERED BETWEEN THE OBJECT & THE MAIN WRECKAGE. AN EXAM REVEALED THE PLT HAD ONLY A MANUAL MEANS OF RELEASING THE LOAD AT THE HELICOPTER. THE ELECTRICAL RELEASE SYS HAD BEEN REWIRED TO PROVIDE POWER TO THE BOTTOM HOOK ONLY. ONE OF THE GROUND PSNL RPRTD THE HOOK HAD BEEN MALFUNCTIONING. THE PLT HAD 5 HRS OF DUAL TIME & 8 HRS OF PLT-IN-COMMAND TIME IN EXTERNAL LOAD OPNS; HOWEVER, SHE DID NOT POSSESS THE REQUIRED LETTER OF COMPETENCY FOR THIS OPN.
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: single-engine land; rotorcraft: helicopter
- Flight time: 332 hours in all; 162 in this make and model; 20 in the last 90 days; 13 in the last 30 days; 194 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,180 hours
- Last inspection: 100-hour inspection, October 1, 1989; 80 hours since
- Maximum gross weight: 2,150 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Helicopter Enterprises
The flight
- Departed from: NONE at 8:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
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 N9592F 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.