Schweizer 269C accident near Rialto, California, November 22, 2004
On November 22, 2004 at about 11:10 pm local time, a Schweizer 269C (helicopter), registered N45012, was substantially damaged in an accident near Rialto, California (Rialto Municipal 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 pilot's failure to maintain adequate rotor rpm and altitude/clearance during the takeoff initial climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 2004 · about 11:10 pm local time
- Place
- Rialto, California · Rialto Municipal Airport · 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
- N45012 · no longer on the register · serial 900962
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter collided with terrain during a pinnacle departure attempt. After departing, the pilot configured the helicopter into a hover about 3 feet above ground level (agl) and verified that the cockpit gauges were all displaying the appropriate indications. In an attempt to depart the area, he said he "began to trade altitude for airspeed" while maneuvering in a right turn, toward his planned escape route consisting of downsloping terrain. While in the turn, the rotor rpm became low and he manipulated the throttle control for full power, simultaneously lowering the collective. Despite his attempts, the rotor rpm failed to increase and the helicopter continued to descend. In an effort to cushion the impact, he raised the collective just before the skids contacted terrain. The helicopter rolled downhill, coming to rest on its left side. The engine manufacturer performed an engine test run; there were no discrepancies or anomalies that would indicate the engine was not capable of running and producing power prior to the mishap.
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: single-engine land; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 372 hours in all; 229 in this make and model; 94 in the last 90 days; 60 in the last 30 days; 274 as pilot in command
- Last flight review: June 1, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,720.6 hours
- Last inspection: 100-hour inspection, September 11, 2004; 94.3 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Western Operations, Inc.
The flight
- Departed from: L67 Rialto CA at 11:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,500 ft; clear
- Temperature: 54°F (12°C), dew point 37°F (3°C)
- Altimeter: 29.98 inHg
- Observation at 10:53 pm from ONT, 13 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.