Boeing A75N1(PT17) and Schweizer HUGHES 269C accident near Mt. Clemens, Michigan, August 21, 2011
On August 21, 2011 at about 5:35 pm local time, 2 aircraft, Boeing A75N1(PT17) (N49739) and Schweizer HUGHES 269C (N7505B), were involved in the same accident near Mt. Clemens, Michigan (Selfridge Air Natl Guard Base airport). 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The wing walker’s decision to release his grip of the airplane during an attempted aerial transfer from airplane to helicopter before both aircraft achieved the proper relative positioning for the transfer.
The wing walker’s decision to release his grip of the airplane during an attempted aerial transfer from airplane to helicopter before both aircraft achieved the proper relative positioning for the transfer.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 2011 · about 5:35 pm local time
- Place
- Mt. Clemens, Michigan · Selfridge Air Natl Guard Base · map
- Type
- Accident
- Injuries
- 1 person was killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A75N1(PT17) · all A75N1(PT17)s on the register
- Registration
- N49739 · registry record · serial 75-4462
- Damage
- Not recorded
- Flight
- Air show or air race flight · general aviation rules (Part 91)
- Aircraft 2
- Schweizer HUGHES 269C
- Registration
- N7505B · registry record · serial S1205
- Damage
- Not recorded
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A75N1(PT17) final · quoted from the NTSB record
The accident occurred during an air show routine as a wing walker attempted an aerial transfer from an airplane to a helicopter. The pilots of both aircraft reported that the aerial transfer was planned to occur on the third pass along the air show line. The initial passes went according to plan. However, on the third pass, the wing walker attempted to grab the helicopter skid before the two aircraft reached the briefed transfer point. The helicopter pilot stated that the wing walker released his hold on the airplane handle and lunged with both hands for the helicopter skid before the aircraft were in position. He reported that the wing walker attempted to go back to the airplane, but was unable to grab on to anything. The wing walker subsequently fell, impacting a grass area within the air show performance area. Both aircraft involved landed safely after the accident, without damage to either aircraft. The wing walker sustained fatal injuries.
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 NTSB's narrative for the Schweizer HUGHES 269C final · quoted from the NTSB record
The accident occurred during an air show routine as a wing walker attempted an aerial transfer from an airplane to a helicopter. The pilots of both aircraft reported that the aerial transfer was planned to occur on the third pass along the air show line. The initial passes went according to plan. However, on the third pass, the wing walker attempted to grab the helicopter skid before the two aircraft reached the briefed transfer point. The helicopter pilot stated that the wing walker released his hold on the airplane handle and lunged with both hands for the helicopter skid before the aircraft were in position. He reported that the wing walker attempted to go back to the airplane, but was unable to grab onto anything. The wing walker subsequently fell, impacting a grass area within the air show performance area. Both aircraft involved landed safely after the accident, without damage to either aircraft. The wing walker sustained fatal injuries.
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 for the Boeing A75N1(PT17) from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Other/unknown
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Other/unknown
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 41,000 hours in all; 10,000 in this make and model; 280 in the last 90 days; 90 in the last 30 days; 38,000 as pilot in command; 5,000 on instruments
- Last flight review: July 23, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 8,390 hours
- Last inspection: annual inspection, June 15, 2011; 37 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental Motors R670--6N (piston); 0 hours total
The flight
- Departed from: MTC Mt. Clemens MI at 5:15 pm
- Destination: MTC Mt. Clemens MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 13 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; scat at 4,500 ft
- Temperature: 77°F (25°C), dew point 55°F (13°C)
- Altimeter: 29.87 inHg
- Observation at 5:55 pm from MTC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
The factual record for the Schweizer HUGHES 269C from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Other/unknown
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Other/unknown
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 17,815 hours in all; 1,500 in this make and model; 18 in the last 90 days; 13 in the last 30 days; 17,157 as pilot in command; 8,959 on instruments
- Last flight review: April 7, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,782 hours
- Last inspection: annual inspection, December 20, 2010; 13 hours since
- Maximum gross weight: 2,105 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Helibatics LLC
The flight
- Departed from: MTC Mt. Clemens MI at 5:15 pm
- Destination: MTC Mt. Clemens MI
- Flight plan: none
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.
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.