Hughes 269C accident near Bruceville, Texas, June 23, 2005
On June 23, 2005, a Hughes 269C (helicopter), registered N7487F, was substantially damaged in an accident near Bruceville, Texas. It was an instructional 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 flight instructor's improper flare during autorotation, which resulted in a hard landing. Contributing factor was, the lack of suitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2005
- Place
- Bruceville, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269C · all 269Cs on the register
- Registration
- N7487F · no longer on the register · serial 470589
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 724-hour flight instructor reported that the student pilot initiated a planned power-recovery 180-degree autorotation to a plowed field. As the student attempted to recover with power, approximately 20-50 feet above ground level, the instructor noticed "that the engine rpm needle was not coming up to meet the rotor rpm needle." The instructor immediately attempted to "roll maximum throttle on," but realized the throttle would not move, and took control of the helicopter. The student told the instructor that the throttle was stuck. However, the instructor stated the throttle seemed "stuck because it was all the way open." Subsequently, the helicopter contacted the ground and the right skid "dug into the ground," as the helicopter rolled over and came to rest on its right side. The instructor stated that the engine was not running and the throttle was wide open when he took the controls. No mechanical anomolies were noted with the engine or the airframe. The reason for the loss of engine power was undetermined.
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
Flight instructor
- Certificate: flight instructor
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 724 hours in all; 298 in this make and model; 258 in the last 90 days; 70 in the last 30 days; 645 as pilot in command; 200 on instruments
- Last flight review: June 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,078.7 hours
- Last inspection: 100-hour inspection, May 1, 2005; 81.1 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
- Operator: Brazos Helicopters LLC
The flight
- Departed from: Bruceville TX
- Destination: Bruceville TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 110° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 59°F (15°C)
- Altimeter: 30.04 inHg
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.
Other NTSB records under N7487F 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.