# NTSB CEN25LA003: Schweizer 269C, N656RB, Montrose, CO, October 3, 2024 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: October 2, 2024, 18:40 local (Oct 3, 2024, 00:40 UTC) - Place: Montrose, CO - Coordinates: 38.481956, -107.87284 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.4820&lon=-107.8728&mi=10 - Phase of flight: [Emergency descent](https://openairdocs.org/ntsb-phases/600) (OpenAirDocs' grouping) - Defining event: [Autorotation: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report September 30, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA-FSDO - NTSB case key (mKey): 195253 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN25LA003 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195253/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195253 - Page: https://openairdocs.org/ntsb/CEN25LA003 ## Probable cause A loss of engine power during a demonstrated autorotation due to an improperly adjusted air-fuel mixture or idle setting. Contributing to the accident was the pilot’s failure to perform the required idle check during previous flights in higher elevation areas. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: powerplant parameters](https://openairdocs.org/ntsb-findings/01062050): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Schweizer 269C, 4 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md?model=8059502), [All aircraft, 81 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Schweizer 269C, 2 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=8059502), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Autorotation: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Schweizer 269C, 4 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=8059502), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Schweizer 269C, 17 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=8059502), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot stated that during an autorotation demonstration, the helicopter exhibited a complete loss of engine power. The pilot had set up the demonstration about 1,500 ft above ground level and about 60 knots indicated airspeed with hard packed gravel chosen for the touchdown point. The pilot stated that the engine rpm went to zero as soon as he rolled off the throttle to start the autorotation. He attempted to restart the engine with no success and conducted an autorotation to the predetermined touchdown area. During the ground run, the left skid collapsed and the helicopter rolled onto its left side, which resulted in substantial damage to the main rotor system, tail boom, and tail rotor system. An examination of the engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The engine was started multiple times and ran through various rpm settings. Both fuselage fuel tanks were intact and contained fuel consistent with 100LL Avgas. Discussions with the pilot revealed that he had recently purchased the helicopter and was now operating it in high elevation areas. Review of the rotorcraft flight manual revealed a required check of the idle mixture, idle speed, and fuel boost pump at the end of the last flight of each day. When interviewed, the pilot stated that he had never performed this check, did not witness the owner perform the check, and was not taught to perform the check during his initial flight training in the make and model helicopter 12 years earlier. According to the airframe manufacturer, failure to perform the idle check can allow an improperly adjusted idle speed, throttle linkage, or air-fuel mixture setting to go undetected. Under those conditions, rolling the throttle to idle or a rapid power reduction—such as during a simulated autorotation—can result in the engine rpm decaying below sustainable idle limits, leading to a total loss of engine power. Based on available evidence, it is likely that the air-fuel mixture or idle setting had not been adjusted for flight operations in the high elevation area and went undetected due to the pilot’s failure to perform the required post flight check. ## Factual narrative On October 2, 2024, about 1840, mountain daylight time, a Schweizer 296C helicopter, N656RB, was substantially damaged when it was involved in an accident near Montrose, Colorado. The pilot and passenger sustained minor injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that during an autorotation demonstration the helicopter had a complete loss of engine power. The pilot had set up the demonstration about 1,500 ft above ground level and about 60 knots indicated airspeed with hard packed gravel chosen for the touchdown point. The pilot stated that the engine rpm went to zero as soon as he rolled off the throttle to start the autorotation. He attempted to restart the engine with no success and conducted the autorotation to the predetermined touchdown area. During the ground run, the left skid collapsed and the helicopter rolled onto its left side, which resulted in substantial damage to the main rotor system, tail boom, and tail rotor system. Discussions with the pilot revealed that he had recently purchased the helicopter and would operate it around Montrose, Colorado, at high elevation. Review of the rotorcraft flight manual revealed a required check of the idle mixture, idle speed, and fuel boost pump before the end of the last flight of the day. When interviewed, the pilot stated that he had never performed this check, did not witness the owner perform the check, and was not taught to perform the check during his initial flight training in the make and model helicopter 12 years earlier. According to the helicopter manufacturer, in the Schweizer 269C, failure to perform the idle check can allow an improperly adjusted idle speed, throttle linkage, or air-fuel mixture setting to go undetected. Under those conditions, rolling the throttle to idle or a rapid power reduction—such as during a simulated autorotation—can result in the engine rpm decaying below sustainable idle limits, leading to a total loss of engine power. The purpose of the idle check is to ensure that when the pilot rolls the throttle to the idle detent or rapidly reduces power the engine continues to operate at the prescribed idle speed without stalling or dropping below the minimum rpm. The check also verifies proper idle air-fuel mixture and confirms that the engine can accelerate smoothly back to operating rpm when power is reapplied. For those reasons, the manufacturer considers the procedure a mandatory operational verification item. The helicopter’s maintenance logbooks were not made available for review. ## Aircraft - Registration: [N656RB](https://openairdocs.org/aircraft/N656RB), registered now, S/N S1744, built 1997 (OpenAirDocs) - Reported make and model: SCHWEIZER 269C - Registry model: [Schweizer 269C](https://openairdocs.org/model/schweizer-269c) (registry code 8059502) (OpenAirDocs) - Registry engine: [Lycoming HIO-360 series](https://openairdocs.org/engine/lycoming-hio-360-series) (registry code 41524, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: S1744 - Year built: 1997 - Airframe hours: 2932 - Engines: Lycoming HIO-360-D1A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 22, 2024 - Departed: MTJ, Montrose, CO - Equipment: Handheld GPS, ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: minor; commercial, flight instructor; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review February 8, 2024; seat: left; restraint: 4-point; flight hours: 4,044 total, 3,984 as pilot in command, 62 in the last 90 days, 20 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 32 °F - Altimeter: 30.08 inHg - Observed at: KMTJ, 2 nm away - METAR: KMTJ 030053Z AUTO 24003KT 10SM CLR 23/00 A3008 RMK AO2 SLP127 T02280000 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20241002018379A](https://openairdocs.org/incident/20241002018379A), Oct 2, 2024: Schweizer 269C, Montrose, CO, Substantial damage. On 10/02/2024, a pilot flying a Schweizer 269C helicopter with a registration number of [privacy data omitted] was taking [privacy data omitted] on a flight… ## Docket (8 files) The files NTSB released with the investigation on September 30, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195253. 242 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20610880&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Examination summary (item 2, PDF, 4 pages, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20959215&FileExtension=pdf&FileName=Exam%20Summary-Rel.pdf - Memorandum for record a�� pilot (item 3, PDF, 2 pages, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20749644&FileExtension=pdf&FileName=Pilot%20Statement%20MOR-Rel.pdf - Photo array (item 4, PDF, 4 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20749964&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Engine run (item 5, MOV, 224 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20610910&FileExtension=MOV&FileName=IMG_6107-Rel.MOV - Rotorcraft flight manual excerpt (item 6, PDF, 3 pages, 14.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20611030&FileExtension=pdf&FileName=Flight%20Manual%20Excerpt-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 7, PDF, 1 page, 143 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20611067&FileExtension=pdf&FileName=Release%20of%20Bulk%20Wreckage%20Form_Redacted-Rel.pdf - Memorandum for record a�� Schweizer's statement (item 8, PDF, 2 pages, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20611040&FileExtension=pdf&FileName=Schweizer%20MOR-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.