Schweizer 269C accident near Minden, Nebraska, July 19, 2010
On July 19, 2010 at about 1:50 am local time, a Schweizer 269C (helicopter), registered N410JM, was substantially damaged in an accident during enroute near Minden, Nebraska. It was a personal 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 pilot's inadequate flare during an autorotation, which resulted in a hard landing and subsequent rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2010 · about 1:50 am local time
- Place
- Minden, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N410JM · no longer on the register · serial S1906
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to the destination airport, the pilot began detecting heavy vibrations emanating from the helicopter. He performed a scan of the engine instruments, all of which indicated that it was operating within the normal ranges. Unsure of the malfunction, the pilot elected to perform a cautionary autorotation to a plowed field. During the autorotation, the pilot landed hard and the helicopter subsequently rolled over. During the touchdown sequence the helicopter incurred substantial damage. A postaccident examination of the airframe and engine did not reveal any evidence of a preimpact anomaly.
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
- Unknown or undetermined during enroute
- Autorotation Off-field or emergency landing
- Autorotation Loss of control in flight defining event
- Autorotation Hard landing
- Roll over during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 574 hours in all; 341 in this make and model; 12 in the last 90 days; 6 in the last 30 days; 407 as pilot in command
- Last flight review: July 29, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
The aircraft
- Airframe total time: 1,482 hours
- Last inspection: 100-hour inspection, February 18, 2010; 35 hours since
- Maximum gross weight: 2,050 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Dakota Equipment Sales And Leasing LLC
The flight
- Departed from: 0V3 Minden NE at 1:00 am
- Destination: 0V3 Minden NE
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 080° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 29.95 inHg
- Observation at 1:55 am from KEAR, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
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.