Hughes 369D accident near Carlsbad, California, September 23, 2001
On September 23, 2001 at about 7:37 pm local time, a Hughes 369D (helicopter), registered N268ST, was substantially damaged in an accident near Carlsbad, California (Mc Clellan-Palomar airport). 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
A hard landing due to the dual student's failure to maintain main rotor speed, his improper landing flare, and the flight control interference by the flight instructor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2001 · about 7:37 pm local time
- Place
- Carlsbad, California · Mc Clellan-Palomar · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N268ST · no longer on the register · serial 470122D
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During training, the flight instructor (CFI) directed his student to perform a full touchdown autorotation, and the maneuver commenced. While descending, the student allowed the main rotor rpm to decay. Also, the CFI recognized that the desired touchdown location was farther than their flight profile would allow, so he attempted to "stretch the glide distance" by using collective rather than by adding engine power. The landing flare was delayed, and when touchdown occurred the main rotors impacted the tail boom.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,127 hours in all; 4,150 in this make and model; 205 in the last 90 days; 61 in the last 30 days; 15,082 as pilot in command; 9,005 on instruments
- Last flight review: May 20, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,175 in this make and model
- Last flight review: April 13, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,266 hours
- Last inspection: 100-hour inspection; 80 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250C29B (turboshaft); 0 hours total
- Operator: Civic Helicopters, INC.
The flight
- Departed from: CRQ Carlsbad CA at 7:15 pm
- Destination: CRQ Carlsbad CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 8 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 29.90 inHg
- Observation at 7:53 pm from CRQ
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 N268ST 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.