# NTSB ERA14LA101: Schweizer 269C 1, N2110J, Titusville, FL, January 21, 2014 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 21, 2014, 16:45 local (21:45 UTC) - Place: Titusville, FL - Coordinates: 28.532499, -80.901664 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=28.5325&lon=-80.9017&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report February 4, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 88706 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA101 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88706/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88706 - Page: https://openairdocs.org/ntsb/ERA14LA101 ## Probable cause The flight instructor’s inadvertent side-loading of the left skid while demonstrating a running landing, which resulted in a bending overstress fracture of the left skid tube and a subsequent roll-over. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: aux gear (tail/rotorcrft skid)](https://openairdocs.org/ntsb-findings/01023270): Aircraft › Aircraft systems · Capability exceeded (probable cause); cases with it: [Schweizer 269C-1, 1 case](https://openairdocs.org/ntsb-findings/01023270/cases.md?model=8059504), [All aircraft, 7 cases](https://openairdocs.org/ntsb-findings/01023270/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Schweizer 269C-1, 7 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=8059504), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Schweizer 269C-1, 1 case](https://openairdocs.org/ntsb-events/330/sequence.md?model=8059504), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Landing-flare/touchdown: Roll over](https://openairdocs.org/ntsb-events/097); cases with it: [Schweizer 269C-1, 4 cases](https://openairdocs.org/ntsb-events/097/sequence.md?model=8059504), [All aircraft, 261 cases](https://openairdocs.org/ntsb-events/097/sequence.md) ## Analysis During an instructional flight, the flight instructor successfully demonstrated one running landing to the student and then returned to the same area to demonstrate a second running landing. A few seconds after ground contact, the weight of the helicopter began to shift forward, which is typical, so the flight instructor slightly raised the collective. With the weight of the helicopter forward and about half of the forward speed dissipated, the helicopter suddenly pitched down and then rolled left. The flight instructor raised the collective slightly more in an attempt to reduce friction, but the helicopter continued rolling left, and the main rotor contacted the ground. Examination revealed that the left skid tube had fractured due to bending overstress and that the left skid toe had deflected inboard relative to the strut and remainder of the tube. It is likely that the fracture occurred during the running landing. Although the helicopter was equipped with two recording devices capable of retaining data, neither of the devices recorded and retained data for the accident sequence; therefore, the amount of g-loading that the helicopter sustained during the landing sequence could not be determined. ## Factual narrative On January 21, 2014, about 1645 eastern standard time, a Sikorsky Aircraft Corporation (formerly Schweizer Aircraft Corporation) 269C-1, N2110J, rolled over during a running landing on an open field approximately 6 nautical miles west-northwest of Space Coast Regional Airport (TIX), Titusville, Florida. The flight instructor and student were not injured. The helicopter was substantially damaged. The helicopter was registered to and operated by Bristow Academy, under the provisions of 14 Code of Federal Regulations (CFR) Part 91 instructional flight. Visual meteorological conditions prevailed at the time which operated on a company visual flight rules flight plan. The flight originated from TIX about 1545.The operator reported that after departure from TIX the flight proceeded to "Training Area Alpha" where basic maneuvers were performed before commencing the introduction to a running landing. The certified flight instructor (CFI) who had performed the same maneuver earlier that day with another student knew the ground was suitable. The CFI performed a running landing then departed to execute another. During the second running landing being demonstrated by the CFI, a few seconds after ground contact the weight of the helicopter began to shift forward (typical), so the CFI raised collective slightly. With the weight of the aircraft forward and about ½ of the forward speed dissipated, the helicopter suddenly pitched down causing a rolling moment. The CFI increased collective slightly more in an attempt to reduce friction and it felt for a brief moment as if the skid tubes had released from ground contact; however, the helicopter continued a left roll and the main rotor contacted the ground. The student stated that a running landing with 20 inches manifold pressure was performed and the landing was smooth. The slide was a bit faster than the previous landing. Suddenly while sliding, the helicopter pitched down and to the left. The CFI tried to lift off but could not. The main rotor blades hit the ground and we rolled over. The helicopter came to rest on its left side. Following recovery of the helicopter, the on-board recording devices consisting of Appareo GAU 2000 and RMS 2000 were removed and sent to the NTSB's Vehicle Recorder Division for read-out. The data imaging process was successful, and additional flights were downloaded to the SD card. Two flights were identified on the accident date; however, neither flight captured the accident sequence. A report of the component examination from the NTSB Vehicle Recorder Laboratory is contained in the NTSB public docket. Also following recovery of the helicopter, components of the left hand forward strut and 2 fractured pieces of left hand tube P/N 269A3245-921 with attached medium skid shoe P/N 269A3251-011 were removed from the helicopter and sent to the NTSB Materials Laboratory located in Washington, DC. The results of the optical examination indicate the fracture surfaces revealed features anddeformation patterns indicative of bending overstress of the tube. The tube and skid deformation were consistent with the toe of the skid deflecting inboard relative to the strut and remainder of the tube. The chemistry of the tube material was consisent with a 7075 aluminum alloy, and the hardness and electrical conductivity were most consistent with T6 temper condition. A copy of the NTSB Materials Laboratory Factual Report is contained in the NTSB public docket. Review of the maintenance records and information provided by the operator indicate the left skid tube was replaced on September 6, 2012, at airframe total time of 2228.0 hours; the airframe total time at the time of the accident was 2983.1, or an elapsed time of 755.1 hours. ## Aircraft - Registration: [N2110J](https://openairdocs.org/deregistered/N2110J-2016-09-09), registration cancelled 2016-09-09, S/N 0361, built 2009 (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: 0361 - Year built: 2009 - Airframe hours: 2983 - Engines: Lycoming HIO-360-G1A 180 hp reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Bristow Academy, Inc. - Registered owner: Bristow Academy, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 13, 2014 - Departed: TIX, Titusville, FL - Destination: TIX, Titusville, FL - Flight plan: Company VFR - Airport: TIX, Space Coast Regional - Equipment: Data recorder ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 29; injuries: none; flight instructor, commercial; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review November 20, 2013; seat: left; restraint: 3-point; flight hours: 1,488 total, 920 in this make and model, 79 in the last 90 days - Student pilot; age 19; injuries: none; medical: class 2, without waivers/limitations; seat: right; restraint: 3-point; flight hours: 55 total, 55 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 8 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 55 °F - Altimeter: 29.80 inHg - Observed at: TIX, 6 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 20140121001089A](https://openairdocs.org/incident/20140121001089A), Jan 21, 2014: Schweizer 269C-1, Titusville, FL, Substantial damage. A Schweizer helicopter assigned to bristow academy was on an instructional flight performing basic maneuver review and running landings. The crew utilizing an… ## Docket (11 files) The files NTSB released with the investigation on December 30, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88706. 14.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410417&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Statement from Student (item 2, .PDF, 198 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410419&FileExtension=.PDF&FileName=Statement%20from%20Student-Redacted.PDF - Weather Reports and Records (item 3, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410436&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - NTSB Materials Laboratory Factual Report 14-036 (item 4, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420464&FileExtension=.PDF&FileName=NTSB%20Materials%20Laboratory%20Factual%20Report%2014-036-Master.PDF - NTSB Vehicle Recorder Division Data Recorder Factual Report (item 5, .PDF, 194 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420465&FileExtension=.PDF&FileName=NTSB%20Vehicle%20Recorder%20Division%20Data%20Recorder%20Factual%20Report-Master.PDF - Excerpts from Maintenance Records (item 6, .PDF, 585 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420466&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Records-Redacted.PDF - NTSB Retention/Release of Wreckage Form 6120.15, and NTSB Evidence Control Forms (item 7, .PDF, 202 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420467&FileExtension=.PDF&FileName=NTSB%20Retention%2FRelease%20of%20Wreckage%20Form%206120.15,%20and%20NTSB%20Evidence%20Control%20Forms%20-Redacted.PDF - Photo 1 – Digital Photograph Provided by FAA. View Depicting the Ground Scar Marks and Main Wreckage From Front. (item 8, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420468&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20Depicting%20the%20Ground%20Scar%20Marks%20and%20Main%20Wreckage%20From%20Front.%0D%0A-Master.PDF - Photo 2 – Digital Photograph Provided by FAA. View Depicting the Main Wreckage at the Accident Site. (item 9, .PDF, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420469&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20Depicting%20the%20Main%20Wreckage%20at%20the%20Accident%20Site.-Master.PDF - Photo 3 – Digital Photograph Provided by the Operator. Forward View Depicting the Skids and the Fracture Locations. (item 10, .PDF, 5.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420470&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Digital%20Photograph%20Provided%20by%20the%20Operator.%20Forward%20View%20Depicting%20the%20Skids%20and%20the%20Fracture%20Locations.-Master.PDF - Photo 4 – Digital Photograph Provided by the Operator. Right Side View Depicting the Skids and the Fracture Locations. (item 11, .PDF, 5.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420471&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Digital%20Photograph%20Provided%20by%20the%20Operator.%20Right%20Side%20View%20Depicting%20the%20Skids%20and%20the%20Fracture%20Locations.%0D%0A-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.