Hughes 269A accident near Cannon Falls, Minnesota, June 1, 2010
On June 1, 2010, a Hughes 269A (helicopter), registered N8897F, was substantially damaged in an accident during enroute (cruise) near Cannon Falls, Minnesota. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain rotor speed during the autorotation, which resulted in an excessive sink rate and a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2010
- Place
- Cannon Falls, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N8897F · no longer on the register · serial 83-0274
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly after liftoff he noticed a “disturbing vibration” in the helicopter. He elected to initiate an autorotation to an open agricultural field. The pilot stated that he executed a 180-degree turn in order to avoid a tree line. He noted that the rotor speed got too low and he was unable to reduce the sink rate, which resulted in a hard landing. The main rotor contacted and separated the tail boom and the right landing skid collapsed during the accident sequence. The pilot noted that additional practice in autorotation descents and landings might have prevented the accident.
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
- Miscellaneous/other during enroute (cruise)
- Autorotation Off-field or emergency landing
- Autorotation Hard landing defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 4,100 hours in all; 120 in this make and model
- Last flight review: August 1, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,265 hours
- Last inspection: annual inspection, May 16, 2009
- Maximum gross weight: 1,351 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HO-360 (piston); 0 hours total
The flight
- Departed from: PVT Cannon Falls MN
- Destination: PVT Cannon Falls MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 75°F (24°C), dew point 41°F (5°C)
- Altimeter: 29.88 inHg
- Observation at 11:53 pm from MSP, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N8897F 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.