Mcdonnell Douglas Helicopter 369E accident near Delta Junction, Alaska, March 6, 2010
On March 6, 2010 at about 4:55 pm local time, a Mcdonnell Douglas Helicopter 369E, registered N26TC, was substantially damaged in an accident during enroute (cruise) near Delta Junction, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power in flight for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2010 · about 4:55 pm local time
- Place
- Delta Junction, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas Helicopter 369E · all 369Es on the register
- Registration
- N26TC · registry record · serial 0489E
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was in cruise flight when he heard a “pop” and the engine lost all power. He initiated an autorotation to a clearing, but was unable to reach it and had to land in an area with trees. The helicopter struck treetops during the descent and landed hard, sustaining structural damage. A postaccident inspection, including running the engine in a test cell, disclosed ample uncontaminated fuel, and no evidence of any preimpact mechanical problems with the helicopter’s engine or systems.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,100 hours in all; 2,500 in this make and model
- Last flight review: May 8, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,381 hours
- Last inspection: 100-hour inspection, February 15, 2010; 19 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20 SER (turboshaft); 0 hours total
- Operator: Aurora Aviation Services INC
The flight
- Departed from: Healy AK at 4:20 pm
- Destination: AK09 Delta Junction AK
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 27°F (-3°C), dew point 19°F (-7°C)
- Altimeter: 29.18 inHg
- Observation at 4:53 pm from PABI, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 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.