Hughes 269C accident near Cullman, Alabama, July 1, 2016
On July 1, 2016 at about 8:10 pm local time, a 1971 Hughes 269C (helicopter), registered N9658F, was substantially damaged in an accident during landing (flare/touchdown) near Cullman, Alabama (Cullman Rgnl-Folsom Field). 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 helicopter flight instructor candidate's improper execution of the autorotation, resulting in abnormal ground contact and subsequent damage to the vertical stabilizer and tail rotor drive assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2016 · about 8:10 pm local time
- Place
- Cullman, Alabama · Cullman Rgnl-Folsom Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269C, built 1971 · all 269Cs on the register
- Registration
- N9658F · registry record · serial 210090
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter flight instructor reported that the commercial pilot rated/helicopter flight instructor candidate receiving instruction was practicing autorotations with power recovery to the runway; during a practice 180 degree autorotation, the flight instructor candidate executed the landing flare too low to the ground resulting in a tail rotor strike. The flight instructor further reported that he took the controls and landed the helicopter after it had yawed, un-commanded to the right, about 180 degrees. The helicopter sustained substantial damage to the vertical stabilizer and tail rotor drive assembly. The flight instructor reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The FAA Helicopter Flying Handbook FAA-H-8083-21A (2012) discusses procedures for autorotation and states in part: Care must be taken in the execution of the flare so that the cyclic control is neither moved rearward so abruptly that it causes the helicopter to climb nor moved so slowly that it does not arrest the descent, which may allow the helicopter to settle so rapidly that the tail rotor strikes the ground… extreme caution should be used to avoid an excessive nose high and tail low attitude below 10 feet. The helicopter must be close to the landing attitude to keep the tail rotor from contacting the surface.
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
- Autorotation Attempted remediation/recovery
- Abnormal runway contact during landing (flare/touchdown) defining event
- Autorotation Loss of control in flight
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Student/instructed pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,062 hours in all; 578 in this make and model; 46 in the last 90 days; 10 in the last 30 days; 901 as pilot in command; 277 on instruments
- Last flight review: April 16, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 240 hours in all; 215 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 194 as pilot in command
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,897.3 hours
- Last inspection: 100-hour inspection, March 20, 2016
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 77 hours total
The flight
- Departed from: CMD Cullman AL at 7:30 pm
- Destination: CMD Cullman AL
- Flight plan: none
- Runway 02, 5,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 93°F (34°C), dew point 61°F (16°C)
- Altimeter: 29.98 inHg
- Observation at 7:53 pm from KHSV, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.