Schweizer 269C accident near Homedale, Idaho, July 26, 2004
On July 26, 2004 at about 3:00 pm local time, a Schweizer 269C (helicopter), registered N62126, was substantially damaged in an accident near Homedale, Idaho. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for an undetermined reason while maneuvering at low altitude, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2004 · about 3:00 pm local time
- Place
- Homedale, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C · all 269Cs on the register
- Registration
- N62126 · no longer on the register · serial S1440
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was conducting corn pollination operations. The pilot reported that he experienced an engine failure while executing a turn to reverse direction. He further reported that there was a loss of main rotor RPM, and although the pilot attempted to increase rotor RPM by lowering the collective and rolling the throttle "into the overtravel spring," he was unsuccessful in recovering from the low RPM condition. The helicopter landed hard, and the main rotor blades severed the helicopter's tail boom. Initial examination of the engine revealed low compression readings on the cylinders. Partial disassembly of the engine indicated that the low compression was due to loose carbon deposits found on the seating surface of the valves and seats. The carbon was most likely knocked loose during the impact. No other anomalies were noted during the engine examination, and no signatures or conditions were observed consistent with any pre-mishap mechanical malfunction. The reason for the loss of engine power was not determined.
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: instructor: helicopter; rotorcraft: helicopter
- Flight time: 3,400 hours in all; 2,900 in this make and model; 230 in the last 90 days; 90 in the last 30 days; 3,250 as pilot in command; 3,000 on instruments
- Last flight review: April 30, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,928 hours
- Last inspection: 100-hour inspection, July 13, 2004; 56 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
- Operator: Silverhawk Aviation LLC
The flight
- Departed from: EUL Caldwell ID at 3:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 30.01 inHg
- Observation at 2:55 pm from EUL, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.