Hughes 269A accident near Concord, North Carolina, May 26, 2006
On May 26, 2006 at about 3:27 pm local time, a Hughes 269A (helicopter), registered N269RS, was substantially damaged in an accident near Concord, North Carolina. It was an instructional 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 loss of engine power for undetermined reasons while maneuvering, resulting in a forced landing to uneven terrain and a roll over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 2006 · about 3:27 pm local time
- Place
- Concord, North Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N269RS · no longer on the register · serial 580844
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot stated that he was practicing for his private pilot helicopter check ride with his certificated flight instructor (CFI), and was preparing for a simulated engine failure. He stated that he had the flight controls, and counted down "3, 2, 1, and cracked the throttle from 2900 rpm to 2400 rpm." However, the engine "died" and the CFI took over the controls. The CFI entered an autorotation, and maneuvered the helicopter into an uneven field. The student pilot stated that the "CFI flared the helicopter, and when the helicopter hit it flipped onto the right side." The CFI stated that he was conducting a training flight with a student pilot. They found an open field to practice settling with power maneuvers, and simulated engine failures. During the simulated engine failure the student pilot decreased the engine rpm, and it went to "0 rpm". The CFI stated that he took over the flight controls, and entered an autorotation into the open field. Upon touch down the helicopter rolled over onto its right side. The CFI did not report any flight control anomalies prior to the accident, and a postaccident inspection of the helicopter disclosed no evidence of any preimpact mechanical problems.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,991 hours in all; 333 in this make and model; 73 in the last 90 days; 26 in the last 30 days; 1,921 as pilot in command; 1,430 on instruments
- Last flight review: April 1, 2006
- Medical certificate: Class 2
- Seat: rgt
- Injury: no injuries
Dual student
- Injury: no injuries
The aircraft
- Airframe total time: 14,398.3 hours
- Last inspection: annual inspection, March 1, 2006; 69.7 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-B1A (piston); 0 hours total
The flight
- Departed from: JQF Concord NC at 3:00 pm
- Destination: JQF Concord NC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 10 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 63°F (17°C)
- Altimeter: 29.82 inHg
- Observation at 3:40 pm from KJQF
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.