Schweizer 269C accident near Elmira, New York, November 15, 1993
On November 15, 1993 at about 4:00 pm local time, a Schweizer 269C (helicopter), registered N41S, was substantially damaged in an accident near Elmira, New York (Elmira Corning Regional airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A LOSS OF ENGINE POWER AT A CRITICAL POINT ON A PRACTICE AUTOROTATION, AND FAILURE OF THE PILOT TO ATTAIN A FLARE FOR THE LANDING. FACTORS RELATED TO THE ACCIDENT WERE: THE ADVERSE WIND AND DOWNDRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 1993 · about 4:00 pm local time
- Place
- Elmira, New York · Elmira Corning Regional
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N41S · registry record · serial S1660
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT AND CO-PILOT WERE PRACTICING AUTOROTATIONS DURING A TEST FLIGHT. DURING THEIR SEVENTH AUTOROTATION, AT AN ALTITUDE OF ABOUT 100 FEET ABOVE THE GROUND, THE ENGINE LOST POWER. THE AUTOROTATION WAS CONTINUED AND THE CREW REPORTED THEY ENCOUNTERED A DOWNDRAFT. THE HELICOPTER LANDED HARD AND WAS SUBSTANTIALLY DAMAGED. THE CONTROL TOWER REPORTED THE WINDS FROM A MAGNETIC BEARING OF 240 DEGREES AT 15 KNOTS WITH GUSTS TO 30 KNOTS. IN HIS WRITTEN REPORT CONCERNING THE ACCIDENT, THE PILOT SAID THE WINDS WERE FROM A MAGNETIC BEARING OF 230 DEGREES VARIABLE TO 270 DEGREES AT 23 KNOTS WITH GUSTS TO 35 KNOTS. THE MANUFACTURER'S FLIGHT MANUAL STATES: 'CONTROLLABILITY HAS BEEN SHOWN TO BE ADEQUATE IN 20 MPH WINDS FROM ANY DIRECTION.' THE REASON FOR THE ENGINE'S LOSS OF POWER WAS NOT DETERMINED.
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: 835 hours in all; 750 in this make and model; 7 in the last 90 days; 735 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4 hours
- Last inspection: approved inspection programme
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: ELM
- Destination: NY
- Runway 28, 5,202 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 15 knots, gusting 30
- Visibility: 30 statute miles
- Sky: scat at 4,000 ft
- Temperature: 68°F (20°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 3:58 pm from ELM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
Other NTSB records under N41S the same tail number, which may have belonged to a different aircraft at the time
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.