Schweizer 269C accident near Sherman, Texas, July 25, 2000
On July 25, 2000 at about 5:15 pm local time, a Schweizer 269C (helicopter), registered N298SH, was substantially damaged in an accident near Sherman, Texas (Sherman Municipal airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the total failure of the clutch cable during landing, which resulted from fatigue cracking of the cable's individual wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2000 · about 5:15 pm local time
- Place
- Sherman, Texas · Sherman Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N298SH · registry record · serial 51761
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the helicopter was on final approach at 20 feet agl and 40 knots when it 'abruptly yawed left.' The pilot noted that the engine RPM 'pegged off the dial.' The pilot lowered the collective and rolled the throttle to idle. Approximately 5 feet agl, the pilot increased the collective and applied 'slight' aft cyclic. The helicopter impacted the ground on the rear section of the right skid, bounced, and rolled over onto its left side. Examination of the helicopter at the accident site revealed that the clutch cable had separated. The clutch cable was examined and found to have failed as a result of high-cycle fatigue crack propagation on the individual wires. The initiation of the fatigue cracks correlated to an area of contact between the wires; however, there was no evidence of manufacturing or material defects in the cable assembly that could be associated with the failure. Examination of the failed cable revealed that it may have been difficult to notice the failing clutch cable wires without disassembly. According to the helicopter's maintenance manual , disassembly and inspection of the clutch cable and clutch assembly is to be completed every 400 hours. At the time of the accident, the helicopter had accumulated a total of 757.5 flight hours and 398.9 hours since the last 400-hour inspection.
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: instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,100 hours in all; 500 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 1,030 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 758 hours
- Last inspection: annual inspection, March 9, 2000; 92 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: SWI at 4:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 6 statute miles
- Sky: clear
- 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.
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.