Hughes 269B accident near Lakeview, Michigan, August 7, 2010
On August 7, 2010 at about 5:33 pm local time, a Hughes 269B (helicopter), registered N11XC, was substantially damaged in an accident during landing near Lakeview, Michigan (Lakeview Airport - Griffith Fi). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's excessive descent angle during landing approach, which resulted in a settling with power condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2010 · about 5:33 pm local time
- Place
- Lakeview, Michigan · Lakeview Airport - Griffith Fi · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269B · all 269Bs on the register
- Registration
- N11XC · no longer on the register · serial 0102
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was making a high approach in the helicopter due to other aircraft traffic. About 50 feet above the ground he experienced a settling with power event. He could not arrest the descent and the helicopter impacted the ground, bounced, and became airborne again. The helicopter was spinning due to the separation of the tail boom and tail rotor. The helicopter then struck a hangar and impacted the ground a second time. The pilot reported that there were no preimpact mechanical deficiencies with the helicopter.
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
- Settling with power/vortex ring state during landing defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Collision with terrain or object (not controlled flight into terrain) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 15,000 hours in all; 5,000 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Last inspection: annual inspection; 1 hours since
- Maximum gross weight: 1,670 lb
- Seats: 3
- Landing gear: fixed
- Engine: Ama/Expr UNKNOWN ENG (piston); 0 hours total
The flight
- Departed from: 13C Lakeview MI at 5:30 pm
- Destination: 13C Lakeview MI
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 250° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 4,900 ft
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 29.93 inHg
- Observation at 5:35 pm from RQB, 19 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 N11XC 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.