# NTSB LAX95LA188: Schweizer 269C, N6120A, Scottsdale, AZ, May 12, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 12, 1995, 10:30 local (17:30 UTC) - Place: Scottsdale, AZ - Coordinates: 33.609958, -111.889114 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.6100&lon=-111.8891&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 19, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 29095 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX95LA188 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29095/pdf - Page: https://openairdocs.org/ntsb/LAX95LA188 ## Probable cause The CFI's failure to apply adequate power during the flare which was a result of not maintaining the required engine and rotor rpm. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - throttle/power control - delayed, pilot in command(cfi) (cause) - power on landing - not maintained, pilot in command(cfi) (cause) - rotor rpm - not maintained, pilot in command(cfi) (cause) ## Analysis THE CFI WAS DEMONSTRATING AN AUTOROTATION OUT OF AN 'S' TURN. THE ENGINE RPM DECELERATED DURING THE LEVEL OFF. THE CFI IMMEDIATELY INCREASED THE COLLECTIVE AND THROTTLE SETTINGS, BUT WITHOUT SUCCESS. THE HELICOPTER THEN SUSTAINED A HARD LANDING. ## Factual narrative On May 12, 1995, at 1030 hours mountain standard time, a Schweizer 269C helicopter, N6120A, sustained a hard landing about 7 miles northwest of Scottsdale Airport, Scottsdale, Arizona. The pilots were conducting a local visual flight rules instructional flight. The helicopter, registered to and operated by Luso America, Inc., Scottsdale, sustained substantial damage. Neither the certificated commercial pilot/certified flight instructor (CFI) nor the certificated private pilot/dual student was injured. Visual meteorological conditions prevailed. The flight originated at the Scottsdale Airport at 0945 hours. The operator reported in a telephone interview conducted on May 15, 1995, that the CFI said the dual student was practicing a forward flight autorotation. The CFI planned to terminate the autorotation with a power recovery, but the helicopter struck the ground. In the aircraft accident report, the CFI said that preceding the accident he was demonstrating an autorotation, with the student pilot on the controls, out of an "S" turn. While on final approach before the flare, the helicopter's airspeed was indicating 55 knots and the main rotor blades were turning at 470 rpm. The CFI moderately flared the helicopter at 40 feet above the ground (agl) and the indicated airspeed reduced to 15 knots. He then leveled the helicopter and initiated a power recovery, but the engine and rotor rpm needles did not join up. He said that when he increased the collective the engine rpm did not increase and the main rotor rpm began to decrease. The CFI then slowly lowered the collective and increased the throttle, but without success. At this time the helicopter was between 6 and 8 feet agl and between 10 and 12 knots forward speed; the engine was producing 2,700 rpm and the main rotor was turning at 420 rpm. On ground contact, the helicopter spun to the right about 1 1/2 revolutions. The helicopter came to rest about 20 feet from the original touchdown point and the engine was producing power. In a written statement, the dual student essentially confirmed the CFI's statement. The dual student did say that the engine rpm did not increase when the CFI raised the collective and added power. According to the airplane's pilots flight manual, the normal engine operating range is between 3,000 and 3,200 rpm. The normal main rotor operating range is between 380 and 504 rpm. ## Aircraft - Registration: [N6120A](https://openairdocs.org/aircraft/N6120A), registered now, S/N S1520, built 1991 (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: S1520 - Airframe hours: 2068 - Engines: LYCOMING HIO-360-D1A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Luso America, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, May 8, 1995, 16 hours before - Departed: SDL - Airport: SDL, Scottsdale ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; commercial; medical: class 2, valid medical--w/ waivers/lim; seat: right; flight hours: 376 total, 369 in this make and model, 342 as pilot in command, 72 in the last 90 days, 55 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 7 knots, gusting 12 - Visibility: 20 statute miles - Lowest ceiling: none - Temperature: 77 °F ## 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 19950512017459A](https://openairdocs.org/incident/19950512017459A), May 12, 1995: Hughes 269C, Scottsdale, AZ, Substantial damage. During demo rotation with power recovery impacted ground. No mechanical. Possibly settling with power regime. 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.