Schweizer 269C accident near Slidell, Louisiana, June 28, 2007
On June 28, 2007 at about 4:30 pm local time, a Schweizer 269C (helicopter), registered N292B, was substantially damaged in an accident near Slidell, Louisiana. It was an aerial observation 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
The pilot's encounter with settling with power condition while hovering out of ground effect. A contributing factor was the prevailing tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2007 · about 4:30 pm local time
- Place
- Slidell, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N292B · registry record · serial 1385
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine helicopter encountered a settling with power condition resulting in a hard landing on a marsh. The 3,300-hour commercial pilot was hovering the helicopter at approximately 100 feet above the ground (AGL) while performing a wildlife/mapping survey, approximately 100 feet above ground level (AGL), when he lost control of the helicopter. The helicopter's tail-boom separated and the main rotor blades impacted the ground during the hard landing. The helicopter came to rest in the upright position with the nose pointing skyward. The pilot was able to exit the helicopter unassisted. The pilot reported that he had a 15 knot tailwind, when he slowed the helicopter to mark a waypoint. As he applied left torque pedal and added collective, the main rotor RPM drooped. The pilot was unable to recover sufficient rotor RPM to prevent ground contact. The pilot further stated that there were no malfunctions with the helicopter's engine or controls. Visual metrological conditions prevailed at the time of the accident and the temperature was reported as 85-degrees Fahrenheit.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,400 hours in all; 3,200 in this make and model; 88 in the last 90 days; 54 in the last 30 days; 3,000 as pilot in command; 2,000 on instruments
- Last flight review: March 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,120 hours
- Last inspection: 100-hour inspection, June 1, 2007
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
The flight
- Departed from: Slidell LA at 2:15 pm
- Destination: Slidell LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 15 knots
- Visibility: 10 statute miles
- Sky: scat
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N292B 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.