# NTSB LAX02LA161: Schweizer 269C, N577TA, Phoenix, AZ, May 13, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 13, 2002, 10:40 local (17:40 UTC) - Place: Phoenix, AZ - Coordinates: 33.629165, -111.907775 - Nearby events: https://openairdocs.org/map.md?lat=33.6292&lon=-111.9078&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report July 29, 2004 - Report: Approved by Office Director - Parties: FEDERAL AVIATION ADMINISTRATION - NTSB case key (mKey): 54702 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX02LA161 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54702/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54702 - Page: https://openairdocs.org/ntsb/LAX02LA161 ## 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. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - weather condition - high density altitude (contributing factor) - airspeed - not maintained, pilot in command(cfi) (cause) - settling with power - inadvertent, pilot in command(cfi) (cause) - remedial action - not performed, pilot in command(cfi) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The helicopter impacted the ground and rolled over on its side after encountering a high rate of descent while maneuvering. The certified flight instructor (CFI) stated that they had flown for about an hour with no problems noted. On the way back to their departure point the CFI took the flight controls from the student. The student, who is a 1,400-hour retired police helicopter pilot in training for his commercial certificate, said the CFI did a "quick stop" (rapidly slowing to a no forward airspeed condition). The CFI initiated a right-hand turn, and dropped the collective. As the CFI began what appeared to be a right turning autorotation, the helicopter began to descend rapidly, and the student felt that there was no forward airspeed. The altitude was approximately 400 feet agl. About 200 feet agl the rate of descent increased. The student reached for the collective to slow the rate of descent, but found that it was in its full up position. The airspeed indicator indicated no forward airspeed; the rotor and rpm needles were joined at the 2 o'clock position. The helicopter impacted the ground at a high descent rate, and had turned almost 360 degrees since beginning the maneuver. A witness to the accident saw the helicopter flying southbound in level flight. The helicopter then stopped and made a turn to the right. The witness stated that it appeared that it was a decelerating right turn. He saw the rate of descent increase and the helicopter was still turning. The CFI stated that there were no mechanical anomalies noted with the helicopter or engine. The density altitude was approximately 4,000 feet. ## Factual narrative On May 13, 2002, about 1040 mountain standard time, a Schweizer 269C, N577TA, impacted the ground during an autorotation near the Phoenix Deer Valley Airport (DVT) Phoenix, Arizona. The helicopter, operated by Scottsdale Helicopters as an instructional flight under the provisions of 14 CFR Part 91, sustained substantial damage. The certified flight instructor (CFI) was not injured, and the helicopter rated private pilot sustained minor injuries. Visual meteorological conditions prevailed for the local area flight that departed the Scottsdale Airport (SDL), Scottsdale, Arizona, about 0945. No flight plan had been filed. In a written statement submitted by the CFI, he stated that he entered a training autorotation at altitude. He initiated a deceleration and brought the rotor rpm to "the top of the green." Then, he turned the helicopter into the wind and was gaining the "required airspeed for the end of the maneuver." The CFI stated that everything was as he expected until the helicopter reached approximately 200 feet above ground level (agl). The helicopter dropped quickly, and the CFI felt that this was the result of a change in wind direction. The engine could not provide enough performance to abort the maneuver; as a result, the CFI attempted to cushion the landing. As the helicopter contacted the ground, the left skid caught on desert terrain and it rolled onto its left side. The CFI stated in a phone interview that he noted no mechanical anomalies with the helicopter or engine. In a written statement, the student stated that he had approximately 1,400 hours of flight time in helicopters. The majority of it had been flown in turbine powered rotorcraft. The student contracted with the operator to prepare him for his commercial check ride. He had flown with the CFI approximately six to seven times prior to the accident. After departing SDL, they flew directly to a helicopter practice area north of DVT. After a series of autorotations and simulated pinnacle approaches, the CFI informed the student that they needed to return to SDL. The student climbed to 2,000 feet mean sea level (msl) and noted that the airspeed was 60 knots. The student recalled that the CFI stated, "Let me have the controls." The student acknowledged the request and said, "You have the controls." The student stated that as soon as the CFI took the controls he conducted a "quick stop" (no forward airspeed). The student noted that the altitude increased to about 2,020 to 2,030 msl. The CFI initiated a right-hand turn, and dropped the collective. The student heard the CFI state, "Watch this." Several days after the incident the CFI told the student that he had said, "Watch the disk." The CFI had an accent and English was his second language; the student could not say which statement was accurate. As the CFI began the right turning autorotation, the helicopter began to descend rapidly, and the student felt that there was no forward airspeed. The altitude was approximately 400 feet agl. About 200 feet agl the rate of descent increased. The student reached for the collective to slow the rate of descent, but found that it was in its full up position. The airspeed indicator indicated no forward airspeed; the rotor and rpm needles were joined at the 2 o'clock position. The helicopter impacted the ground at a high descent rate, and had turned almost 360 degrees since beginning the maneuver. A witness to the accident saw the helicopter flying southbound in level flight. The helicopter then stopped and made a turn to the right. The witness stated that it appeared that it was a decelerating right turn. He saw the rate of descent increase and the helicopter was still turning. He lost sight of it behind the Cave Creek Dam. The Safety Board investigator determined that the density altitude was approximately 4,000 feet at the time of the accident. ## 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: S1759 - Engines: Lycoming H10-360-21A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Scottsdale Helicopters - Registered owner: Hawkes Electric - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2002 - Departed: SDL, SCOTTSDALE, AZ - Destination: SDL, Scottsdale, AZ - Airport: DVT, Phoenix Deer Valley ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 27; injuries: none; flight instructor, commercial; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 930 total, 838 in this make and model, 870 as pilot in command, 182 in the last 90 days, 49 in the last 30 days, 4 in the last 24 hours - Student pilot; age 39; injuries: minor; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 1,470 total, 300 in this make and model, 1,030 as pilot in command, 13 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 21 °F - Altimeter: 29.95 inHg - Observed at: DVT, 2 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 20020513013569A](https://openairdocs.org/incident/20020513013569A), May 13, 2002: Hughes 269C, Phoenix, AZ, No damage. (-23) Instructor took controls and said "watch this" and then proceeded to demonstrate a maneuver he was unable to recover from. The maneuver was supposed to… ## 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 LAX00LA276](https://openairdocs.org/ntsb/LAX00LA276), Jul 19, 2000: Schweizer 269C (N577TA), Cave Creek, AZ, substantial damage. 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… ## Docket (4 files) The files NTSB released with the investigation on June 5, 2004, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54702. 899 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 795 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40437769&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Weather Reports and Records (item 2, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40208266&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Record of Conversation - CFI (item 3, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40208267&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20CFI%0D%0A-Master.PDF - Record of Conversation - Witness (item 4, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40208268&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Witness%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.