Schweizer 269D accident near San Antonio, Texas, May 9, 2008
On May 9, 2008 at about 5:20 pm local time, a Schweizer 269D (helicopter), registered N584PM, was substantially damaged in an accident during landing near San Antonio, Texas (Stinson Muni 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
The pilot's failure to compensate for the excessive rate of descent on final approach. A contributing factor was the reported down draft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2008 · about 5:20 pm local time
- Place
- San Antonio, Texas · Stinson Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269D · all 269Ds on the register
- Registration
- N584PM · no longer on the register · serial 0062A
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While demonstrating a 180 degree autorotation, the helicopter encountered a downdraft resulting in an unexpected loss of altitude. The flight instructor elected not to roll power and decided to continue the autorotation to the ground. The pilot was unable to arrest the descent rate. The helicopter touched down level, bounced, and came to rest in the upright position. The flight instructor and private pilot were able to exit the helicopter normally.
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
- Hard landing during landing defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Incorrect use/operation
- factor Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Not specified
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 173 hours in all; 115 in this make and model; 21 in the last 90 days; 6 in the last 30 days; 126 as pilot in command
- Last flight review: May 1, 2008
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 2,744 hours in all; 2,158 in this make and model; 64 in the last 90 days; 26 in the last 30 days
- Last flight review: May 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 713 hours
- Last inspection: 100-hour inspection, April 1, 2008
- Maximum gross weight: 2,550 lb
- Seats: 3
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20W (turboshaft); 0 hours total
The flight
- Departed from: SSF San Antonio TX
- Destination: SSF San Antonio TX
- Flight plan: none
- Runway 09, 4,835 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots, gusting 17
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 68°F (20°C)
- Altimeter: 29.78 inHg
- Observation at 5:53 pm from KSSF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.