Schweizer 269C accident near Temple, Texas, May 31, 2014
On May 31, 2014 at about 3:15 pm local time, a 1995 Schweizer 269C (helicopter), registered N902CP, was substantially damaged in an accident during landing near Temple, Texas (Temple Central Texas Regional airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Ground resonance due to maintenance personnel’s improper inspection of the landing gear dampers, which resulted in the dampers operating outside of allowable limits.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2014 · about 3:15 pm local time
- Place
- Temple, Texas · Temple Central Texas Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C, built 1995 · all 269Cs on the register
- Registration
- N902CP · no longer on the register · serial S1715
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during initial taxi, he noticed that the intercom voice operated relay (VOX) volume was set too high, so he landed the helicopter on the asphalt taxiway to adjust the VOX. With the helicopter at flat-pitch operating rpm and just as the pilot reached to adjust the VOX, the helicopter began oscillating due to ground resonance. Within 5 seconds of touchdown, the oscillating became severe. The pilot ensured that the collective was at flat pitch, and he rolled the throttle to flight idle. Within 15 seconds, the main rotor blades impacted the ground, tail boom, and other helicopter components. During postaccident examination, all four main landing gear dampers failed load stroke tests. The helicopter's maintenance records indicated that the main landing gear dampers were serviced by charging them with nitrogen in accordance with the helicopter's maintenance manual about 1 month before the accident. However, about 14 days before the dampers were serviced, the helicopter manufacturer had issued an alert service bulletin (ASB) that recommended a one-time load stroke inspection of the landing gear dampers to be performed at an overhaul or repair facility to ensure that the dampers were serviced correctly. Concurrently, the helicopter manufacturer had issued a revision to the maintenance manual that added a load stroke inspection procedure to the section of the manual pertaining to repair and charging of the dampers. The company's maintenance manager reported that maintenance personnel were unaware that the ASB and maintenance manual revision had been issued until after the accident. If the load stroke inspection of the dampers called for by the ASB or the maintenance manual revision had been performed, it would have identified the out-of-specification condition of the dampers before reinstallation. Because the dampers were out-of-specification, ground resonance occurred after the pilot landed the helicopter.
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
What happened, in order
- Ground resonance during landing defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Aux gear (tail/rotorcrft skid) › Damaged/degraded
- cause Aircraft › Aircraft systems › Landing gear system › Main gear strut/axle/truck › Incorrect service/maintenance
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: single-engine land; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,300 hours in all; 350 in this make and model; 65 in the last 90 days; 15 in the last 30 days
- Last flight review: June 25, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,205 hours
- Last inspection: annual inspection, April 21, 2014
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 5,036 hours total
- Operator: Kachemak Bay Flying Service INC
The flight
- Departed from: TPL Temple TX at 3:10 pm
- Destination: TPL Temple TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 29.93 inHg
- Observation at 2:45 pm from TPL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on November 28, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot Statement | PDF, 1 page | View Download |
| 2 | Passenger Statement | PDF, 1 page | View Download |
| 3 | Sikorsky Landing Gear Damper Check Requirements | PDF, 1 page | View Download |
| 4 | Sikorsky Alert Service Bulletin B-304 | PDF, 8 pages | View Download |
| 5 | 269C-1 Temporary Revision No. 269C1-21 | PDF, 16 pages | View Download |
| 6 | Record of Conversation - 1 | PDF, 1 page | View Download |
| 7 | Fedex Tracking for Dampers | PDF, 3 pages | View Download |
| 8 | Photo 1 – View of Helicopter from the Rear | PDF, 1 page | View Download |
| 9 | Photo 2 – View of the Left Side of the Helicopter | PDF, 1 page | View Download |
| 10 | DECEMBER_11_2014 Revisions to Factual Report | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.