Schweizer 269C accident near Allentown, Pennsylvania, August 11, 2019
On August 11, 2019 at about 6:48 pm local time, a 2005 Schweizer 269C (helicopter), registered N1831A, was substantially damaged in an accident during initial climb near Allentown, Pennsylvania (Lehigh Valley Intl airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate maintenance of the helicopter’s magnetos, which resulted in a partial loss of engine power during the initial climb due to a failure of the left magneto and malfunction of the right magneto.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2019 · about 6:48 pm local time
- Place
- Allentown, Pennsylvania · Lehigh Valley Intl · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C 1, built 2005 · all 269Cs on the register
- Registration
- N1831A · no longer on the register · serial 0228
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the pilot of the helicopter transmitted a mayday call over the radio. The helicopter subsequently impacted a building, resulting in substantial damage to the airframe, serious injury to the pilot, and minor injury to the passenger. Neither the pilot nor the passenger provided statements regarding the events that transpired during the flight. Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions either, with the exception of the engine’s magnetos. Examination of the right magneto revealed evidence of corrosion and indications of misfiring in the distributor block assembly; therefore, it is likely that the right magneto was not performing optimally during the flight. Additionally, examination of the left magneto revealed a worn cam gear, and functional testing indicated that the magneto could not produce adequate spark for engine operation at any power setting. A review of the helicopter’s maintenance logbooks revealed that the most recent 100-hour inspection was performed about 3 months and 35 flight hours before the accident. The right magneto was installed about 2 years before the accident as a used-serviceable unit, with no previous history or time in service information. The left magneto was installed as a new unit at the same time as the right magneto. There was no indication that the left magneto had been serviced in accordance with the manufacturer’s 500-hour inspection. Given this information, it is likely that the helicopter’s engine at least partially lost power shortly after takeoff, and that the loss of engine power was most likely the result of the failure of the left magneto and the sub-optimal output of the right magneto. Further, it is likely that a lack of adequate maintenance of both magnetos resulted in their degraded performance during the accident flight.
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 engine power (partial) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Malfunction
- factor Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 180 hours in all; 180 in this make and model
- Last flight review: November 26, 2018
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,547 hours
- Last inspection: 100-hour inspection, May 28, 2019; 35 hours since
- Maximum gross weight: 1,100 lb
- Seats: 2
- Landing gear: fixed
- Fire on the ground
The flight
- Departed from: ABE Allentown PA at 6:45 pm
- Destination: ABE Allentown PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 52°F (11°C)
- Altimeter: 30.03 inHg
- Observation at 6:51 pm from ABE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on May 23, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Not Submitted | PDF, 1 page | View Download |
| 2 | Transcript of Radio Communications | PDF, 2 pages | View Download |
| 3 | Memorandum of Record FAA Correspondence | PDF, 1 page | View Download |
| 4 | Magneto Examination Findings | PDF, 2 pages | View Download |
| 5 | Airframe Examination Summary | PDF, 2 pages | View Download |
| 6 | Maintenance Records | PDF, 7 pages | View Download |
| 7 | Slick/champion Aerospace Service Bulletin SB1-15A Excerpts | PDF, 2 pages | View Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 17 pages | View Download |
| 9 | Photo Array | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N1831A 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.