# NTSB ERA13LA180: Schweizer 269C, N2099S, Titusville, FL, March 19, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 19, 2013, 18:30 local (22:30 UTC) - Place: Titusville, FL - Coordinates: 28.506111, -80.783889 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=28.5061&lon=-80.7839&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 30, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA Orlando FSDO - NTSB case key (mKey): 86487 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA180 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86487/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86487 - Page: https://openairdocs.org/ntsb/ERA13LA180 ## Probable cause An engine failure due to the separation of the engine crankcase, which resulted from the lateral movement of the center main bearing and the subsequent blocking of the oil feed hole that supplied oil to the No. 2 connecting rod, which then led to its failure due to oil starvation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Power plant](https://openairdocs.org/ntsb-findings/01057100): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Schweizer 269C-1, 1 case](https://openairdocs.org/ntsb-findings/01057100/cases.md?model=8059504), [All aircraft, 198 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Schweizer 269C-1, 3 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=8059504), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Autorotation: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Schweizer 269C-1, 4 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=8059504), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis Shortly after takeoff, the student pilot notified an air traffic controller that the helicopter was vibrating and requested to return to the airport. The flight instructor reported that, about 1/2-mile east of the airport, he and the pilot heard a loud "bang." In response, the student pilot lowered the collective and then the flight instructor took over the controls and entered an autorotation. The helicopter touched down hard on a road, which resulted in substantial damage to the tailboom and diagonal strut. Postaccident examinations revealed that the engine crankcase was breached and that the No. 2 cylinder rod had failed. Further examinations of the engine revealed evidence that the center main bearing had spun in the bore and moved laterally. This movement covered the oil feed hole that supplied oil to the No. 2 connection rod and led to its failure due to oil starvation. ## Factual narrative On March 19, 2013, about 1830 eastern daylight time, a Schweizer 269C-1 helicopter, N2099S, operated by Bristow Academy, was substantially damaged when it impacted terrain during a forced landing following a loss of engine power near Titusville, Florida. The flight instructor and private pilot were not injured. The flight departed from Space Coast Regional Airport (TIX), Titusville, Florida, about 1828. Visual meteorological conditions prevailed, and no flight plan was filed. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.The private pilot was receiving instruction towards an instrument rating, and the purpose of the flight was for the pilot to complete a "stage check" under the supervision of the flight instructor. Shortly after the helicopter departed runway 09, the pilot notified air traffic control that he was experiencing a strong vibration and requested to return to the airport. About 1/2-mile east of the airport, the flight instructor reported hearing a loud "bang" and "could see smoke". The student pilot lowered the collective and then the flight instructor took the controls and entered an autorotation. The helicopter touched down hard on a road, which resulted in substantial damage to the tailboom and diagonal strut. According to Federal Aviation Administration (FAA) records, the pilot held a flight instructor certificate, with ratings for rotorcraft-helicopter and instrument helicopter. The pilot's most recent FAA second-class medical certificate was issued on May 4, 2012. At the time of the accident, the pilot reported a total of 626 total hours of flight experience, of which 365 hours were in the same make and model as the accident airplane. The single-engine, single-rotor helicopter, was powered by a Lycoming HIO-360-G1A, 180-horsepower engine. Review of the helicopter's maintenance records revealed that its most recent 100 hour inspection was completed on March 13, 2013. At the time of inspection, the helicopter had accumulated 3,284 total hours in service. The engine had accumulated approximately 35 hours since the last inspection and 1,099 hours of operation since overhaul. Postaccident examination of the engine by FAA inspectors revealed about a 3-inch diameter breach of the engine case and a number two cylinder rod failure. Examination of the number two connecting rod assembly revealed that one of the number two connecting rod bolts displayed signatures consistent with fatigue failure. The engine was sent to a certified engine overhaul facility to be disassembled and examined. The overhaul facility examination revealed that the upper portion of the crankcase was damaged by the separated number two connecting rod. The main bearing journals were intact and the center main bearing journal was fretted from the crankcase movement. The main bearing bore showed signs of bearing movement, and scoring was observed in the bore along with bearing tang damage. The number two connectingrod journal was heavily damaged, the center main journal had some minor scoring, and all the other journals showed no signs of scoring or lack of lubrication. The number two connecting rod was severely damaged and was broken into three pieces: the upper portion of the connecting rod was intact; the journal end was bent outward on one side; and the cap was broken into two pieces. The remains of the connecting rod bearing were found throughout the engine. The connecting rod bolt on the non-numbered side of the rod was broken in half, with the bolt still in the cap, and the other half was in the sump with the rod nut on the bolt. The bolt on the numbered side was intact and the rod nut was located in the oil sump. The 1830 recorded weather observation at TIX, included wind from 070 degrees at 6 knots, 7 miles visibility, scattered clouds at 5,000 feet, temperature 24 degrees C, dew point 17 degrees C, and a barometric altimeter setting of 29.93 inches of mercury. ## Aircraft - Registration: [N2099S](https://openairdocs.org/deregistered/N2099S-2018-02-15), registration cancelled 2018-02-15, S/N 0345, built 2008 (OpenAirDocs) - Reported make and model: SCHWEIZER 269C (1) - Registry model: [Schweizer 269C-1](https://openairdocs.org/model/schweizer-269c-1) (registry code 8059504) (OpenAirDocs) - Registry engine: [Lycoming HIO-360-G1A](https://openairdocs.org/engine/lycoming-hio-360-g1a) (registry code 41898, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 0345 - Airframe hours: 3284 - Engines: Lycoming HIO-360-G1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Bristow Academy Inc - Registered owner: Bristow Academy Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 13, 2013, 35 hours before - Departed: TIX, Titusville, FL - Destination: TIX, Titusville, FL - Flight plan: Company VFR - Airport: TIX, Space Coast Regional Arpt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 26; injuries: none; commercial, flight instructor; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review April 6, 2012; seat: left; flight hours: 626 total, 365 in this make and model, 550 as pilot in command, 107 in the last 90 days, 41 in the last 30 days - Pilot; age 25; injuries: none; private; medical: class 2, without waivers/limitations; last flight review June 6, 2012; seat: right; flight hours: 163 total, 163 in this make and model, 115 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 6 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 63 °F - Altimeter: 29.93 inHg - Observed at: TIX, 5 nm away ## 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 20130319004909A](https://openairdocs.org/incident/20130319004909A), Mar 19, 2013: Schweizer 269C-1, Titusville, FL, Substantial damage. Rotorcraft departed space coast regional on a part 61 instructional flight. Shortly after takeoff the instructor felt an abnormal vibration in the engine. She… ## Docket (11 files) The files NTSB released with the investigation on November 19, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86487. 18.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390024&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Engine Exam (Courtesy of Penn Yan Aero) (item 2, .PDF, 158 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40400602&FileExtension=.PDF&FileName=Engine%20Exam%20(Courtesy%20of%20Penn%20Yan%20Aero)%20-Redacted.PDF - Pilot's Logbook (item 3, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390036&FileExtension=.PDF&FileName=Pilot%27s%20Logbook-Redacted.PDF - Memorandum for Record (RE-30) (item 4, .PDF, 859 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392286&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20(RE-30)-Master.PDF - Maintenance Logbook (item 5, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390065&FileExtension=.PDF&FileName=Maintenance%20Logbook-Redacted.PDF - Memorandum for Record (FAA) (item 6, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390067&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20(FAA)-Master.PDF - Weather Reports and Records (item 7, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390055&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Map of flight profile (item 8, .PDF, 236 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390063&FileExtension=.PDF&FileName=Map%20of%20flight%20profile-Master.PDF - Retention / Release of Wreckage Form (item 9, .PDF, 196 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395457&FileExtension=.PDF&FileName=Retention%20%2F%20Release%20of%20Wreckage%20Form-Redacted.PDF - Photograph #1: Section of the fractured crankcase (item 10, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390057&FileExtension=.PDF&FileName=Photograph%20%231%3A%20Section%20of%20the%20fractured%20crankcase%20-Master.PDF - Photograph #2: Fractured crankcase (item 11, .PDF, 4.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390059&FileExtension=.PDF&FileName=Photograph%20%232%3A%20Fractured%20crankcase-Master.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.