Schweizer 269C accident near Ormond Beach, Florida, May 13, 2010
On May 13, 2010 at about 4:45 pm local time, a Schweizer 269C (helicopter), registered N113TA, was substantially damaged in an accident near Ormond Beach, Florida. 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 student pilot’s improper use of collective and throttle during the landing flare.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2010 · about 4:45 pm local time
- Place
- Ormond Beach, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C 1 · all 269Cs on the register
- Registration
- N113TA · no longer on the register · serial 0348
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In preparation for an upcoming private pilot check ride, the student helicopter pilot was performing a simulated forced landing with his certificated flight instructor (CFI). During the flare, the student abruptly pulled up on the collective and rolled the throttle closed. The engine sputtered and subsequently experienced a total loss of power. The CFI attempted to recover power; however, insufficient altitude remained and the helicopter touched down on the right skid and bounced, severing the tail boom. The CFI stated that there were no preimpact mechanical malfunctions or failures with 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
- Autorotation Hard landing defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Student pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: helicopter; instrument: airplane; instrument: helicopter
- Flight time: 1,060 hours in all; 385 in this make and model; 616 as pilot in command
- Last flight review: January 22, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 58 hours in all; 12 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 916 hours
- Last inspection: 100-hour inspection, May 10, 2010; 16 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-G1A (piston); 0 hours total
- Operator: Tomlinson Aviation Inc
The flight
- Departed from: OMN Ormond Beach FL at 4:45 pm
- Destination: OMN Ormond Beach FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 64°F (18°C)
- Altimeter: 30.23 inHg
- Observation at 8:50 pm from OMN
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.
Other NTSB records under N113TA 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.