Hughes 269A accident near Laurel, Montana, July 21, 2005
On July 21, 2005 at about 5:00 pm local time, a Hughes 269A (helicopter), registered N801CP, was substantially damaged in an accident near Laurel, Montana. It was a flight test under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain rotor rpm while executing a pinnacle approach, which resulted in a loss of control and collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2005 · about 5:00 pm local time
- Place
- Laurel, Montana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 269A · all 269As on the register
- Registration
- N801CP · registry record · serial 980965
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was taking his initial flight instructor check ride in the helicopter with an FAA inspector acting as the check pilot. According to the pilot, during performance of a pinnacle approach, on final approach, about 300 to 400 yards from the pinnacle, he "got a bit shallow." He informed the check pilot that he "was going to level-off to regain a steep approach angle." After correcting the approach angle, he then continued the descent. Toward the end of the approach, the pilot began increasing lift to terminate the approach at a hover. He "had to do this somewhat early as we were still a bit high and a bit too far from the pinnacle." As he started to glance at the instruments, the check pilot called for a go-around. The pilot began the go-around (increasing collective and adding forward cyclic) and "then noticed our RPMs were low." According to the check pilot, "the approach to the pinnacle was a little shallow, but for the wind conditions was acceptable. At approximately 50 feet above the pinnacle, and with about 40 knots airspeed, the approach began to get steeper. I called for a go around. [The pilot] responded by lowering collective and moving aft on the cyclic." The check pilot "noticed the airspeed slow to around 20 knots" and "observed a reduction in rotor RPM and a large increase of manifold pressure." The helicopter began to yaw to the right rotating approximately 280 to 300 degrees clockwise prior to impacting the ground on its right side.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 187 hours in all; 121 in this make and model; 31 in the last 90 days; 16 in the last 30 days
- Medical certificate: Class 2
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Medical certificate: Class 2
The aircraft
- Landing gear: fixed
- Engine: Lycoming HIO-360-A1A (piston); 0 hours total
The flight
- Departed from: 6S8 Laurel MT
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 |
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.