# NTSB WPR10CA442: Schweizer 269C, N1534C, Caldwell, ID, August 31, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: August 31, 2010, 16:30 local (22:30 UTC) - Place: Caldwell, ID - Coordinates: 43.641944, -116.635833 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.6419&lon=-116.6358&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 20, 2010 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 77159 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR10CA442 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/77159/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=77159 - Page: https://openairdocs.org/ntsb/WPR10CA442 ## Probable cause The failure of both pilots to maintain adequate main rotor RPM, the flight instructor's delayed remedial actions, and inadequate supervision of the flight. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: prop/rotor parameters](https://openairdocs.org/ntsb-findings/01062052): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Schweizer 269C, 5 cases](https://openairdocs.org/ntsb-findings/01062052/cases.md?model=8059502), [All aircraft, 182 cases](https://openairdocs.org/ntsb-findings/01062052/cases.md) - [Attention/monitoring: monitoring other person](https://openairdocs.org/ntsb-findings/02021535): Personnel issues › Psychological · Instructor/check pilot (probable cause); cases with it: [Schweizer 269C, 5 cases](https://openairdocs.org/ntsb-findings/02021535/cases.md?model=8059502), [All aircraft, 200 cases](https://openairdocs.org/ntsb-findings/02021535/cases.md) - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Schweizer 269C, 9 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=8059502), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Schweizer 269C, 10 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=8059502), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Approach: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Schweizer 269C, 3 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=8059502), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Schweizer 269C, 17 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=8059502), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The purpose of the flight was for the helicopter-rated instructor pilot receiving instruction to become more familiar with the accident make and model helicopter. The intention of the flight instructor giving instruction was to demonstrate an autorotation on takeoff at low altitude, with the student following along on the controls. After ascending to an altitude of about 150 feet and an airspeed of about 50 knots, the instructor explained to the student that he was going to lower collective, but would not add cyclic to maintain airspeed. The instructor stated, “I lowered collective and could feel him [the student] on the collective, so I knew he was there. I then put right pedal in, split the needles, and then felt him [the student] pull back on the cyclic and pull up on the collective. I said ‘…no, push down,’ and I forced the cyclic forward.” The flight instructor said that the rotor RPM had by then decayed outside of normal parameters and that the student kept pulling up on the collective. “I tried to roll on power and force the cyclic forward, but we were descending too fast.” The student stated that during the demonstration he looked down at the rotor RPM and noticed that it was about 320 RPM, and that it stayed that low as the helicopter approached the ground. The student stated that he repeatedly told him [the flight instructor giving instruction] “low RPM" at least 5 times. The student added that after the hard landing the instructor told him that he [the student] had grabbed the controls because the helicopter didn’t pitch forward like he had intended it to do. The student stated, “I told him I hadn’t touched any of the controls and the reason he had no control was probably because the rotor RPM was so low.” An examination of the airframe by a Federal Aviation Administration inspector did not reveal any pre-impact anomalies. Additionally, neither pilot reported a malfunction of the airframe or engine. ## Factual narrative The purpose of the flight was for the helicopter-rated instructor pilot receiving instruction to become more familiar with the accident make and model helicopter. The intention of the flight instructor giving instruction was to demonstrate an autorotation on takeoff at low altitude, with the student following along on the controls. After ascending to an altitude of about 150 feet and an airspeed of about 50 knots, the instructor explained to the student that he was going to lower collective, but would not add cyclic to maintain airspeed. The instructor stated, “I lowered collective and could feel him [the student] on the collective, so I knew he was there. I then put right pedal in, split the needles, and then felt him [the student] pull back on the cyclic and pull up on the collective. I said ‘…no, push down,’ and I forced the cyclic forward.” The flight instructor said that the rotor RPM had by then decayed outside of normal parameters and that the student kept pulling up on the collective. “I tried to roll on power and force the cyclic forward, but we were descending too fast.” The student stated that during the demonstration he looked down at the rotor RPM and noticed that it was about 320 RPM, and that it stayed that low as the helicopter approached the ground. The student stated that he repeatedly told him [the flight instructor giving instruction] “low RPM" at least 5 times. The student added that after the hard landing the instructor told him that he [the student] had grabbed the controls because the helicopter didn’t pitch forward like he had intended it to do. The student stated, “I told him I hadn’t touched any of the controls and the reason he had no control was probably because the rotor RPM was so low.” An examination of the airframe by a Federal Aviation Administration inspector did not reveal any pre-impact anomalies. Additionally, neither pilot reported a malfunction of the airframe or engine. ## Aircraft - Registration: [N1534C](https://openairdocs.org/deregistered/N1534C-2018-01-10), registration cancelled 2018-01-10, S/N S1877, built 2005 (OpenAirDocs) - Reported make and model: SCHWEIZER 269C (UNDESIGNAT) - 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: S1877 - Airframe hours: 2348 - Engines: Lycoming HIO-360 D1A reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Elkhorn Aviation Inc. dba Baker Aircraft - Registered owner: Elkhorn Aviation Inc. dba Baker Aircraft - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 11, 2010, 55 hours before - Departed: EUL, Caldwell, ID - Destination: EUL, Caldwell, ID - Flight plan: Unknown - Airport: EUL, Caldwell Industrial, runway 12, 5,500 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 1, without waivers/limitations; last flight review July 7, 2010; seat: right; flight hours: 427 total, 380 in this make and model - Student pilot; age 25; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; medical: class 2; seat: right; flight hours: 270 total, 7 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 100° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 39 °F - Altimeter: 30.09 inHg - Observed at: EUL ## 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 20100831042559A](https://openairdocs.org/incident/20100831042559A), Aug 31, 2010: Schweizer 269C, Caldwell, ID, Substantial damage. [privacy data omitted] ## Docket (2 files) The files NTSB released with the investigation on September 16, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=77159. 998 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 950 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40336376&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 2, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40336377&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.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.