20260221003679A

On February 21, 2026, at 1159 eastern daylight time (EDT), a Hughes 269-A helicopter was substantially damaged when it was involved in an off-airport accident in Gettysburg, PA. The helicopter departed from a private property location approximately 1.6 nautical miles southeast of the Gettysburg regional airport (W05). The helicopter was routinely stored and operated from this off-airport location. The flight was operated in accordance with title 14 code of federal regulations (CFR) part 91 under visual flight rules (VFR) for the purpose of conducting flight training. The pilot in command (PIC) / certified flight instructor (CFI) and student pilot received minor injuries.

The PIC reported he and the student pilot completed the preflight inspection in accordance with the manufacturer’s checklist and pushed the helicopter out of the hangar to prepare for takeoff. The PIC indicated they positioned the helicopter approximately 25 feet from the hangar in their normal takeoff location. He noted the ground was very soft and muddy due to thawing from the warmer temperature that day. The PIC confirmed the helicopter prestart and runup procedures were completed, including the required flight controls check. He indicated the student pilot began increasing the collective to initiate a takeoff to a hover when he felt the forward skid dampers starting to stretch, and the aft skid dampers starting to squat which put the helicopter in a tail-low condition. The PIC indicated he nudged the cyclic forward approximately ½ to 1 inch to level the helicopter prior to takeoff and prevent a tail strike. He indicated that as the helicopter left the ground, it felt like a no-hover takeoff in that the helicopter rotated forward off the skids and instantly developed a nose low attitude of approximately 30 to 40 degrees. The PIC stated and both he and the student pilot attempted to correct the nose low attitude by applying full aft cyclic. The PIC indicated the helicopter did not respond as he expected and continued accelerating forward and upward until the rotor blades and fuselage struck the hangar approximately 15 feet above ground level (AGL). The helicopter then fell to the ground coming to rest on its right side.

The student pilot had a similar recollection of the events as described by the PIC, adding that the rear halves of both skid tubes were a few inches deep in the mud. He recalled needing to clean the mud from his boots prior to entering the helicopter. The student pilot also noted the engine power required for takeoff was higher than he was accustomed to seeing. He indicated the manifold pressure exceeded 26 inhg, with 20 inhg normally required to lift off the ground. The student pilot stated that, in hindsight, he thought the helicopter was stuck in the mud.

Post accident examination of the helicopter did not reveal any airworthiness issues which contributed to the accident. Flight control rigging appeared correct with continuity confirmed from the cyclic and collective to the main rotor head. Continuity from the tail rotor pedals to the tail rotor could not be confirmed due to the tail boom being severed at its midpoint aft of the main support brackets.

Weight and balance data was confirmed to be within limits for the departure configuration of two pilots weighing 210 pounds each and approximately 16 gallons of fuel onboard.

Weather data was not available at the departure location. The nearest weather data was from the york airport (thv) automated surface observing system (ASOS) located approximately 18 nautical miles to the east. The thv meteorological aerodrome report (METAR) published at 1153 EDT indicated that visual meteorological conditions (VMC) were present at the time of departure and included wind from 340 degrees at 6 knots, 10 statute miles visibility, broken ceiling at 4,100 feet, temperature +7 degrees celsius, dew point -4 degrees celsius, and an altimeter setting of 30.00 inhg.