Hughes 269A-1 accident near Cedar Rapids, Iowa, June 12, 1997
On June 12, 1997 at about 2:05 am local time, a Hughes 269A-1 (helicopter), registered N1020U, was destroyed in an accident near Cedar Rapids, Iowa. It was a public-use flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
loss of engine power due to undetermined reason(s). Related factors included the obstructions (building, utility pole, and transmission wires); and the lack of a functional windsock, due to inadequate facility maintenance by the operator.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 1997 · about 2:05 am local time
- Place
- Cedar Rapids, Iowa · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A-1 269 A-1 · all 269A-1s on the register
- Registration
- N1020U · registry record · serial 56-0529
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After refueling, the pilot departed north from a helipad with an observer aboard. The helicopter overflew a 50 foot building located 141 feet from the pad. The helicopter started to shudder over the building and shuddered again when it crossed a powerline located 292 feet from the pad. The observer reported the helicopter did a right, flat turn. The helicopter impacted the top crossbeam of a powerline pole, then impacted the ground in a right skid down, nose low attitude. A fire erupted. The pilot was initially pinned in the wreckage, but the observer & a truck driver, who arrived at the scene, were able to extricate the pilot. Investigation revealed evidence of continuity in the flight controls and engine, but the magnetos were fire damaged & could not be tested. Performance calculations indicated that power required for a 50' hover out of ground effect (HOGE) would have been 154 HP; power available should have been 173 HP. The local airport's (Aviation Routine Weather Report) METAR winds indicated 100 degrees at 7 knots. The wind sock at the helicopter pad was not functional. For takeoff, the pilot also had the option to depart the helipad on a heading of 140 degrees, or to depart on a heading of 320 degrees after back taxiing about 150 feet for additional takeoff distance. The pilot received serious burns & head injuries. He was wearing a polyester based police uniform & no flight helmet or gloves. The observer was wearing a Nomex flight suit and boots, but no helmet or gloves.
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
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,247 hours in all; 3,774 in this make and model; 83 in the last 90 days; 53 in the last 30 days; 5,027 as pilot in command; 403 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,066 hours
- Last inspection: annual inspection, May 14, 1997; 40 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-B1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: IA80 at 2:05 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 100° at 7 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 2:00 am from CID, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI97GA166.