Schweizer 269D accident near San Antonio, Texas, February 19, 2004
On February 19, 2004 at about 8:45 am local time, a Schweizer 269D (helicopter), registered N255TP, was substantially damaged in an accident near San Antonio, Texas. It was a public-use flight under public-use (government) rules. 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the axial movement of the compressor rotor blades contacting the compressor vanes resulting in a subsequent compressor stall. A contributing factor was the improper assembly of the compressor section during the engine overhaul by unknown maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 19, 2004 · about 8:45 am local time
- Place
- San Antonio, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269D · all 269Ds on the register
- Registration
- N255TP · no longer on the register · serial 0021
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The 493-hour pilot reported that approximately 5 minutes after departure, he noticed a "slight change in engine noise." Subsequently, he heard a "bang," followed by an aural engine warning horn, and a loss of engine power. The pilot initiated an autorotation, and during the autorotation, the helicopter impacted power lines, landed hard on a parking lot surface and came to rest upright. A witness located adjacent to the helicopter's flight path reported hearing a "loud backfire" followed by subsequent white smoke coming from the helicopter. Review of the aircraft maintenance records revealed the engine was overhauled approximately 295 hours prior to the accident. During the engine overhaul, the impeller travel (bump clearance) was measured to be approximately .010 inches. During the engine teardown examination, prior to the removal of the compressor rotor from the rear support, the impeller travel (bump clearance) was measured to be approximately 0.021 inches. The third, fifth, and sixth stage vane assemblies were bent in the direction of rotation. Corresponding damage was observed on the trailing edges of the blades on the adjacent forward compressor rotors. Fretting and score marks noted on the compressor assembly components were consistent with axial movement at the compressor assembly resulting in contact between the compressor blades and vanes, and a subsequent compressor stall and loss of engine power.
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: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 494 hours in all; 428 in this make and model; 56 in the last 90 days; 23 in the last 30 days; 428 as pilot in command
- Last flight review: November 5, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,621.5 hours
- Last inspection: annual inspection, January 27, 2004; 21.3 hours since
- Maximum gross weight: 2,550 lb
- Seats: 3
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20W (turboshaft); 0 hours total
The flight
- Departed from: SSF San Antonio TX at 8:40 am
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 50°F (10°C)
- Altimeter: 30.13 inHg
- Observation at 8:53 am from SAT
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.