Schweizer 269C accident near Kings Park, New York, May 4, 2006
On May 4, 2006 at about 2:30 pm local time, a Schweizer 269C (helicopter), registered N38DM, was substantially damaged in an accident near Kings Park, New York (Long Island Mac Arthur airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to the failure of the number 3 connecting rod bearing. A contributing factor was the lack of suitable terrain for the emrgency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2006 · about 2:30 pm local time
- Place
- Kings Park, New York · Long Island Mac Arthur · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N38DM · no longer on the register · serial 1458
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was in cruise flight, about 1,400 feet above ground level, when the flight instructor heard a "rumbling" from beneath and behind the cockpit. Soon after, the rumbling became louder, the oil temperature increased, the oil pressure dropped to "zero," and the engine stopped producing power. The flight instructor adjusted the flight controls for autorotation, and selected a high school athletic field for the forced landing. He attempted to extend the helicopter's glide to reach the field, while maintaining rotor rpm. Just prior to touchdown, the tail of the helicopter struck the athletic field's perimeter fence, which resulted in a loss of control, and collision with terrain. Examination of the helicopter's engine revealed that the oil suction screen was completely occluded by metal particles. The number 3 cylinder was removed, and the associated piston and connecting rod were stuck in the cylinder bore. The connecting rod was fractured at the yoke, and free of the crankshaft. The connecting rod cap was fragmented, and the fragments were found scattered in the oil sump. The number 3 connecting rod bearing material was completely extruded and fragmented, and a mode of failure could not be determined. Examination of the engine maintenance records revealed that the engine had accrued 2,157 total hours of operation, 759 total hours since overhaul, and 90 total hours since the number 1 cylinder assembly was replaced due to low compression and a broken piston ring.
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: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,600 hours in all; 900 in this make and model
- Last flight review: March 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Injury: minor injuries
The aircraft
- Airframe total time: 2,157 hours
- Last inspection: 100-hour inspection, January 1, 2006; 90 hours since
- Maximum gross weight: 2,050 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 2:20 pm
- Destination: HPN White Plains NY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 66°F (19°C), dew point 54°F (12°C)
- Altimeter: 29.85 inHg
- Observation at 2:56 pm from ISP, 5 miles away
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.
Other NTSB records under N38DM the same tail number, which may have belonged to a different aircraft at the time
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.