Schweizer 269C accident near Baltimore, Maryland, November 4, 1998
On November 4, 1998 at about 7:28 pm local time, a Schweizer 269C (helicopter), registered N2100B, was destroyed in an accident near Baltimore, Maryland. It was a public-use flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate assembly instructions from the engine manufacturer which resulted in improper engine assembly, and subsequent power loss over unsuitable terrain, with insufficient altitude for a successful autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 4, 1998 · about 7:28 pm local time
- Place
- Baltimore, Maryland · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N2100B · registry record · serial S1726
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The police helicopter was performing a police mission less than 500 above ground level when the engine lost power. The pilot was unable to reach a suitable landing area and maintain rotor rpm. The helicopter struck trees and a light pole, landed hard on a road, and slid into a fence. Examination revealed the #2 connecting rod had separated from the crankshaft. A torque check on the remaining connecting rod bolts found all below the minimum specified. A work action (strike) had been in effect at the engine manufacturer at the time of engine assembly, and production continued with management and replacement workers. During assembly the crankshaft had been replaced for an unknown reason. After the crankshaft was replaced, new connecting rods were attached, but not properly tightened. Replacement workers manned the two assembly stations identified as most probable for replacement of the crankshaft and failure to tighten the connecting rod bolts. Although long time employees knew the correct procedures for documentation of a replaced crankshaft, no specific written instructions were available for the replacement employees. The engine failed at 45.7 hours total time.
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: multi-engine land; single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,000 hours in all; 14,000 in this make and model; 200 in the last 90 days; 70 in the last 30 days; 15,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 680 hours
- Last inspection: 100-hour inspection, October 23, 1998; 46 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Fire on the ground
- Operator: Baltimore Police Department
The flight
- Departed from: MTN MD at 6:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 52°F (11°C), dew point 19°F (-7°C)
- Altimeter: 29.00 inHg
- Observation at 6:54 pm from BWI, 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.