Schweizer 269C-1 accident near Burbank, California, September 25, 2004
On September 25, 2004 at about 10:49 pm local time, a Schweizer 269C-1 (helicopter), registered N61413, was substantially damaged in an accident near Burbank, California (Burbank airport). It was an instructional 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 failure of maintenance personnel to correctly service the forward landing gear strut dampers in accordance with the manufacturer's maintenance instructions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 2004 · about 10:49 pm local time
- Place
- Burbank, California · Burbank · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C-1 · all 269C-1s on the register
- Registration
- N61413 · no longer on the register · serial 0027
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter encountered ground resonance after landing and sustained substantial damage in the vibratory event. The pilot-undergoing-instruction (PUI) was taking refresher training in the helicopter. The approach was normal; however, the touchdown was harder than normal. With the helicopter on the ground, the certified flight instructor (CFI) began discussing the touchdown with the PUI and the helicopter began to vibrate. The CFI did not have time to react prior to the helicopter self-destructing. Post-accident examination of the components found that in the forward landing gear dampers the pistons were fully extended and they contained fluid in excess of the levels specified in the maintenance instructions. Dampers in this condition will not compress or attenuate airframe motion and vibrations or prevent ground resonance. The last inspection on the helicopter was a 100-hour that was completed 4.5 hours prior to the accident flight.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 240 hours in all; 116 in this make and model; 28 in the last 90 days; 10 in the last 30 days
- Last flight review: July 25, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 80 in this make and model
- Last flight review: August 4, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,298.7 hours
- Last inspection: 100-hour inspection, September 24, 2004; 4.5 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HO-360-C1A (piston); 0 hours total
- Operator: Group 3 Aviation
The flight
- Departed from: VNY Van Nuys CA at 10:15 pm
- Destination: BUR Burbank CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 54°F (12°C)
- Altimeter: 29.87 inHg
- Observation at 10:53 pm from BUR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.