Schweizer 269C-1 accident near Immokalee, Florida, July 12, 2007
On July 12, 2007 at about 11:11 am local time, a Schweizer 269C-1 (helicopter), registered N61447, was substantially damaged in an accident near Immokalee, Florida (Immokalee airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot left the helicopter unattended with the engine operating which resulted in an inadvertent rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 2007 · about 11:11 am local time
- Place
- Immokalee, Florida · Immokalee · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C-1 · all 269C-1s on the register
- Registration
- N61447 · registry record · serial 0007
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he conducted the preflight checks of his helicopter and everything checked out fine. He started the helicopter and everything was "normal". He picked the helicopter up to a hover and taxied over to the airport's fuel pumps. The pilot brought the rpm back to 1,800 rpm, and put the friction on the cyclic and collective. The pilot stated that his passenger was sitting on the left hand side, and before he got out of the helicopter he asked him not to touch the controls. The pilot proceeded over to the fuel credit card system when he heard a noise. He looked behind him and the helicopter was rolling over on its side. The helicopter hit the ground and the engine stopped. The pilot asked the passenger to switch off the master switch, and then he helped him out of the helicopter. The pilot stated that he would not "Hot Refuel" on his own in the future. The airport manager reported that the pilot has been told many times that "Hot Refueling" was prohibited at this airport. In the airport operation instruction manual section 4.02 Fueling Operations (a.1) states: "No aircraft shall be fueled or de-fueled while one or more of its engines are running or the aircraft is being warmed by external heat".
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 6,100 hours in all; 15 in this make and model; 56 in the last 90 days; 20 in the last 30 days; 5,900 as pilot in command
- Last flight review: February 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Injury: no injuries
The aircraft
- Airframe total time: 7.6 hours
- Last inspection: annual inspection, January 1, 2007; 3,285.6 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HO-360-C1A (piston); 0 hours total
The flight
- Departed from: IMM Immokalee FL at 11:11 am
- Destination: IMM Immokalee FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 75°F (24°C)
- Altimeter: 30.05 inHg
- Observation at 11:53 am from KRSW, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.