Schweizer 269C accident near Laredo, Texas, May 13, 1997
On May 13, 1997 at about 5:50 pm local time, a Schweizer 269C (helicopter), registered N107SM, was substantially damaged in an accident near Laredo, Texas. It was an other work-use 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
loss of engine power due to fuel contamination, and the pilot's failure to properly check the fuel system for evidence of water during the preflight inspection. A 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
- May 13, 1997 · about 5:50 pm local time
- Place
- Laredo, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N107SM · registry record · serial 0011
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the helicopter was in cruise flight at approximately 150 feet AGL, conducting an airborne seismic survey, when without warning, the engine lost power. The pilot lowered the collective as he turned the helicopter into the prevailing 10 knot wind. During the flare for an autorotation landing, the rotor RPM decayed, and the helicopter touched down hard. The 1995 model helicopter had accumulated a total of 713 flight hours. A fuel sample was taken from the fuel filter sump, which was located between the fuel tank and the throttle body of the fuel injected engine. A substantial amount of water was found in the sample. FAA inspectors, accompanied by the operator of the helicopter, inspected the fuel storage tank that was being used to refuel the helicopter. Examination of the fuel filter in the trailer mounted tank revealed the presence of water and rust.
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: single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,516 hours in all; 727 in this make and model; 68 in the last 90 days; 25 in the last 30 days; 1,300 as pilot in command; 42 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 713 hours
- Last inspection: 100-hour inspection, May 5, 1997; 13 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HO-360 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 10 knots
- Visibility: 12 statute miles
- Sky: overcast at 1,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 5:50 pm from LRD
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.