Schweizer 269C accident near Walker, Minnesota, July 15, 2001
On July 15, 2001 at about 1:15 am local time, a Schweizer 269C (helicopter), registered N61434, was substantially damaged in an accident near Walker, Minnesota. It was a business flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power for undetermined reasons during takeoff. Factors were the vehicles, the unsuitable terrain the pilot encountered, and the low altitude of the helicopter at the time of the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 2001 · about 1:15 am local time
- Place
- Walker, Minnesota · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N61434 · no longer on the register · serial S1634
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter sustained substantial damage on impact with vehicles and terrain on takeoff following a reported in-flight loss of engine power. The pilot and two passengers sustained minor injuries. The pilot stated, "The fact that all was indicating normal, I re-confirmed power settings and we departed via a normal rate of climb takeoff. ... It was quite obvious very quickly the aircraft had momentarily suffered a partial power loss. I was not at sufficient altitude to reduce collective to minimize power applications and as such upon realizing despite instrument indications as stated the a/c was descending rapidly and would impact into a parking lot of vehicles below me." The pilot stated that there was no other suitable terrain to land on. A witness stated, "The pilot then nosed the helicopter over and started moving forward and gaining altitude. At that point I started to turn to the person next to me to say something but my attention was immediately drawn back to the departing helicopter because of a change in the sound from the helicopter." The engine was test run and it produced full rated power.
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
Pilot
- Certificate: commercial pilot, military
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,166 hours in all; 88 in this make and model; 204 in the last 90 days; 124 in the last 30 days; 1,800 as pilot in command
- Last flight review: February 24, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,837.8 hours
- Last inspection: 100-hour inspection, July 5, 2001; 36.8 hours since
- Maximum gross weight: 2,050 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Northern Flights Helicopter Service, Inc.
The flight
- Departed from: Walker MN at 1:15 am
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.89 inHg
- Observation at 1:19 am from XVG, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N61434 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.