Schweizer 269C accident near Topeka, Kansas, June 13, 2000
On June 13, 2000 at about 5:07 am local time, a Schweizer 269C (helicopter), registered N9488F, was destroyed in an accident near Topeka, Kansas. It was a public-use flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain translational lift while maneuvering, and the loss of tail rotor effectiveness. Factors relating to this accident were the tailwind, low airspeed, low rotor rpm, and the pilot's lack of overall experience in helicopters.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2000 · about 5:07 am local time
- Place
- Topeka, Kansas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N9488F · no longer on the register · serial S1689
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The police helicopter was providing night airborne surveillance support to a Topeka, Kansas, Police ground unit, which had responded to an alarm at a building materials supply store. Witnesses on the ground said the helicopter was heading northwest when it "started spinning" and "the nose went straight down." An examination of the wreckage revealed no anomalies. The pilot had 148.9 total hours in helicopters, all within the 84 days preceding of the accident. The winds reported at Phillip Billard Airport, 8 miles east of the accident site were 180 degrees at 12 knots. Federal Aviation Administration Advisory Circular (AC) 90-95 states that loss of tail rotor effectiveness (LTE) is a critical, low-speed aerodynamic flight characteristic which can result in an uncommanded rapid yaw rate which does not subside of its own accord and, if not corrected, can result in a loss of aircraft control. Helicopters are subjected to constantly changing wind directions and velocity. The required tail rotor thrust ... is modified by the effects of the wind. If an uncommanded yaw occurs in flight, it may be because the wind reduced the tail rotor effective thrust. "There is greater susceptibility for LTE in right turns. This is especially true during flight at low airspeed since the pilot may not be able to stop rotation." The loss of translational lift is a flight characteristic that can create an LTE conducive environment capable of adversely affecting aircraft controllability. The loss of translational lift results in increased power demand and additional anti-torque requirements. When operating at or near maximum power, this increased power demand could result in a decrease in rotor rpm.
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: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 378 hours in all; 149 in this make and model; 149 in the last 90 days; 74 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,627 hours
- Last inspection: 100-hour inspection, June 7, 2000; 72 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TOP at 4:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 180° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 178°F (81°C), dew point 158°F (70°C)
- Altimeter: 29.00 inHg
- Observation at 5:18 am from TOP, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.