# NTSB LAX00LA276: Schweizer 269C, N577TA, Cave Creek, AZ, July 19, 2000 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 19, 2000, 08:20 local (15:20 UTC) - Place: Cave Creek, AZ - Coordinates: 33.880023, -111.909294 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.8800&lon=-111.9093&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 26, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 51213 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX00LA276 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51213/pdf - Page: https://openairdocs.org/ntsb/LAX00LA276 ## Probable cause The pilot's inadequate in-flight planning/decision to attempt a hover in atmospheric conditions and over terrain that would require maximum helicopter performance, and which would leave no viable alternate actions in the event of difficulties. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, hover - in ground effect - weather condition - high density altitude - terrain condition - rough/uneven - terrain condition - rising - aircraft performance,helicopter hover performance - exceeded - in-flight planning/decision - inadequate, pilot in command (cause) - settling with power - encountered, pilot in command (cause) - remedial action - not possible, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - rock(s)/boulder(s) ## Analysis The helicopter sustained substantial damage when it descended into a rough rock-strewn field while attempting to hover. The density altitude at the 2,200-foot msl accident site would have been about 5,000 feet. The normally aspirated engine's critical altitude is 4,000 feet and the Rotorcraft Flight Manual shows that the maximum available manifold pressure at that altitude is 24.8 inches. The pilot said that he chose a spot suitable to hover for a closer look at items of interest on the ground. He made a shallow approach to the spot and loaded the rotor blades as the helicopter slowed; when the helicopter reached a hover, the manifold pressure was at 25 inches. The next thing the pilot realized was that the rotor rpm was near the bottom of the green arc and the helicopter was settling toward the ground. The pilot reduced the collective a small amount and rolled the throttle full on; however, the helicopter began settling faster. The pilot used collective in an attempt to cushion the landing but the skids touched down hard on a large rock, bending the skids and fuselage structure and damaging the tail boom. The pilot reported that after the helicopter came to rest when the collective was lowered all the way the rotor rpm recovered. The pilot then completed a normal engine cool down and shutdown procedure. The pilot said that when the rpm first decayed and the helicopter began to settle, he initially thought about trying to fly forward out of the descent. Large rocks, high brush, and rising terrain were directly in front, and he feared that the damage and injury potential there was much worse if the helicopter had continued to settle. Review of the performance charts in the Helicopter Flight Manual revealed that the reported temperature and pressure altitude of the accident site for the estimated weight of the helicopter was very near the limit for an out of ground effect hover. ## Factual narrative On July 19, 2000, at 0820 hours mountain standard time, a Schweizer 269C, N577TA, sustained substantial damage when it descended into a rough rock-strewn field while attempting to hover near Cave Creek, Arizona. The helicopter, operated by Scottsdale Helicopters and rented by the pilot under 14 CFR Part 91, struck a rock as the helicopter settled with power from a hover. The private helicopter pilot and passenger were not injured. Visual meteorological conditions existed for the local flight that departed the Scottsdale, Arizona, airport at 0810, and a flight plan was not filed. The pilot stated that he and his passenger were en route to look at a piece of property. Upon arriving at the site, he chose a spot suitable to hover for a closer look at the property. The pilot said he made a shallow approach to the spot and loaded the rotor blades as he slowed; when the helicopter reached a hover, the manifold pressure was at 25 inches. The next thing the pilot realized was that the rotor rpm was near the bottom of the green arc and the helicopter was settling toward the ground. The pilot reduced the collective a small amount and rolled the throttle full on; however, the helicopter began settling faster. The pilot used collective in an attempt to cushion the landing but the skids touched down hard on a large rock, bending the skids and fuselage structure and damaging the tail boom. The pilot reported that after the helicopter came to rest when the collective was lowered all the way, the rotor rpm recovered. The pilot then completed a normal engine cool down and shutdown procedure. The pilot said that when the rpm first decayed and the helicopter began to settle, he initially thought about trying to fly forward out of the descent. Large rocks, high brush, and rising terrain were directly in front, and he feared that the damage and injury potential there was much worse if the helicopter had continued to settle. Based on the outside air temperature and pressure reported in the Scottsdale airport METAR for the time of the accident, the density altitude at the 2,200-foot msl accident site would have been about 5,000 feet. Review of the performance charts in the Rotorcraft Flight Manual for the Schweitzer 269C revealed that the reported temperature and pressure altitude of the accident site for the estimated weight of the helicopter was very near the limit for an out of ground effect hover. The normally aspirated engine's critical altitude is 4,000 feet and the Rotorcraft Flight Manual shows that the maximum available manifold pressure at that altitude is 24.8 inches. ## Aircraft - Registration: [N577TA](https://openairdocs.org/deregistered/N577TA-2002-08-20), registration cancelled 2002-08-20, S/N S1759, built 1998 (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: 51759 - Airframe hours: 542 - Engines: Lycoming HIO-360-D1A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Scottsdale Helicopters - Registered owner: Hawkes Electric, Inc. - Airworthiness certificate: Standard, Normal - Departed: SDL, SCOTTSDALE, AZ - Airport: Desert Landing Site ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; private; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 3,689 total, 169 in this make and model, 9 in the last 90 days, 5 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 6 knots - Visibility: 60 statute miles - Lowest ceiling: 20,000 ft broken - Temperature: 203 °F, dew point 82 °F - Altimeter: 29.00 inHg - Observed at: SDL, 10 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 20000719011969A](https://openairdocs.org/incident/20000719011969A), Jul 19, 2000: Hughes 269C, Cave Creek, AZ, No damage. (-23) While flying at approx. 2500/2600 ft (AGL) in the Cave Creek, AZ area the pilot made a normal approach to a rural opening in the desert near spurcrossing… ## Other investigations on N577TA (1) 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. - [NTSB LAX02LA161](https://openairdocs.org/ntsb/LAX02LA161), May 13, 2002: Schweizer 269C (N577TA), Phoenix, AZ, substantial damage. Probable cause: the CFI's failure to maintain an adequate airspeed resulted in a settling with power, and the CFI's failure to take remedial action. A factor in the accident was the high density altitude. 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.