Schweizer 269C-1 accident near Stuart, Florida, January 15, 2011
On January 15, 2011 at about 10:05 pm local time, a Schweizer 269C-1 (helicopter), registered N21086, was substantially damaged in an accident during standing (engine(s) operating) near Stuart, Florida (Witham Field Airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot's inadvertent activation of the collective control, which allowed the helicopter to become airborne and impact the ramp.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 15, 2011 · about 10:05 pm local time
- Place
- Stuart, Florida · Witham Field Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C-1 · all 269C-1s on the register
- Registration
- N21086 · no longer on the register · serial 0196
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot completed a cross-country instructional flight with his flight instructor. After landing on the ramp, the flight instructor exited the cockpit and set the collective friction. The student pilot then set the cyclic friction. The flight instructor transferred aircraft control to the student pilot and asked him to remain in the cockpit while the engine cooled down. As the flight instructor was leaving the immediate area, he observed the helicopter become airborne and enter a spin. The helicopter then impacted the ramp and came to rest on its right side. A postaccident examination of the wreckage revealed no evidence of pre-existing mechanical failure or malfunction. The cyclic and collective friction adjustments operated normally after the accident. Although the pilot stated that he did not initiate the event, the evidence suggests that the helicopter became airborne because of manipulation of the flight controls by the pilot.
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
- Loss of control on ground during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft systems › Flight control system › (general) › Unintentional use/operation
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 141 hours in all; 141 in this make and model; 84 in the last 90 days; 49 in the last 30 days; 68 as pilot in command
- Last flight review: December 6, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,874 hours
- Last inspection: 100-hour inspection, December 6, 2010; 59 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-G1A (piston); 0 hours total
- Operator: Bristow Academy INC
The flight
- Departed from: TMB Tamiami FL at 8:10 pm
- Destination: SUA Stuart FL
Weather at the time
- Light: daylight
- Wind: from 090° at 12 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,000 ft
- Temperature: 68°F (20°C), dew point 50°F (10°C)
- Altimeter: 30.14 inHg
- Observation at 9:47 pm from SUA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
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.