Schweizer 269D accident near Crawford, Texas, June 9, 2002
On June 9, 2002 at about 5:00 pm local time, a Schweizer 269D (helicopter), registered N333UC, was substantially damaged in an accident near Crawford, Texas (Wales Air Field). It was a personal 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 loss of engine power as a result of the pilot's exceedence of the engine's temperature limits, resulting in the melting of blades on the first and second stage turbine wheels. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2002 · about 5:00 pm local time
- Place
- Crawford, Texas · Wales Air Field · 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
- N333UC · registry record · serial 0006
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made a forced landing following a loss of engine power after takeoff. The 4,950-hour pilot reported that the aircraft was in a climb at 75 feet AGL, an airspeed of 40-50 knots, and approximately 200 feet south of the takeoff point, when the engine lost power. The pilot executed an autorotation straight ahead and landed. Examination of the engine revealed no damage in the gearbox, but significant thermal distress to several turbine components. The compressor rotated freely and the N1 and N2 sides of the accessory gearbox rotated freely. The compressor and accessory gearbox were not opened. The first stage nozzle shield appeared normal. The first stage nozzle exhibited heat distress on vanes. The first stage turbine wheel exhibited heat distress to all blades; approximately 40-50 percent of the airfoil burned away. The second stage turbine wheel exhibited heat distress to approximately 1/3 of the blades; approximately 30 percent of the airfoil burned away. The third and fourth stage turbine wheels and nozzles appeared normal. The turbine to compressor coupling exhibited rotational marks on the compressor end. The fuel control unit and power turbine governor were tested, and no anomalies were noted.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,950 hours in all; 525 in this make and model; 54 in the last 90 days; 27 in the last 30 days; 4,875 as pilot in command
- Last flight review: September 16, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 709.1 hours
- Last inspection: 100-hour inspection, May 27, 2002; 20 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20W (turboshaft); 0 hours total
The flight
- Departed from: TE92 Crawford TX at 5:00 pm
- Flight plan: none
- Runway 17, 1,100 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 4,400 ft
- Temperature: 86°F (30°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 4:51 pm from ACT, 7 miles away
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.