Schweizer 269C accident near Newberg, Oregon, July 2, 2015
On July 2, 2015 at about 5:15 am local time, a 2004 Schweizer 269C (helicopter), registered N2096W, was destroyed in an accident during approach (VFR pattern downwind) near Newberg, Oregon (Chehalem Airpark airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of translation/rotational power between the engine and the transmission due to the severe wear of the forward spline portion of the lower coupling drive shaft. The reason for the severe wear of the forward spline could not be definitively determined due to fire damage and the loss of associated components, which were not located during the investigation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 2015 · about 5:15 am local time
- Place
- Newberg, Oregon · Chehalem Airpark · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C, built 2004 · all 269Cs on the register
- Registration
- N2096W · no longer on the register · serial S1865
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor and student were conducting a night orientation flight. According to a witnesses who worked for the operator, about 15 minutes after the helicopter departed, he heard what sounded like an engine rollback and the helicopter making an autorotation. This was followed by the sound of an increase in engine rpm and the drive belts squealing, culminating with the sound of the helicopter making a loud thud-type noise. Another witness stated that the engine sounded rough and that the helicopter was making a high pitch whining/squealing sound, after which it went silent. A third witness also heard the helicopter making high pitch noise just before the accident. The helicopter was subsequently located in an open field near the departure airport; a postcrash fire erupted, which consumed the helicopter. A postaccident examination of the lower coupling drive shaft showed evidence of severe wear completely around the forward spline that extended beyond the root of the spline teeth. Severe wear of the forward spline teeth could have been caused by a loss of alignment between the engine and the drive shaft or an inflight loss of lubrication in the rubber boot. The rubber boot that retains grease for the forward spline portion of the drive shaft was not recovered and was presumed missing. Loss of grease coverage for the forward spline, either from a rupture of the rubber boot or a loss of the clamp for the rubber boot, could cause sudden inflight wear and overheating of the spline teeth. Severe wear of the forward spline portion of the lower coupling drive shaft most likely led to sudden and complete loss of translational/rotational power between the engine and the transmission. The reason for the severe wear of the forward spline could not be definitively determined due to fire damage and the loss of associated components, which were not located during the investigation.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during approach (VFR pattern downwind) defining event
- Off-field or emergency landing during emergency descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter
- Flight time: 354.6 hours in all; 146.1 in this make and model; 122.5 in the last 90 days; 66.8 in the last 30 days; 284.2 as pilot in command; 123.6 on instruments
- Last flight review: March 13, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Dual student
- Certificate: student
- Flight time: 55.2 hours in all; 55.2 in this make and model; 38.2 in the last 90 days; 19.1 in the last 30 days; 6 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,820.5 hours
- Last inspection: condition inspection, June 22, 2015; 22 hours since
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 3,729 hours total
- Fire on the ground
- Operator: Precision Aviation Training, LLC
The flight
- Departed from: 17S Newberg OR at 5:00 am
- Destination: 17S Newberg OR
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 260° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 29.94 inHg
- Observation at 5:53 am from MMV, 85 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
12 documents, released by the NTSB on September 22, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Materials Laboratory Factual Report No. 16-060 | PDF, 8 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 3 | Witness Statements | PDF, 3 pages | View Download |
| 4 | Maps or Charts of Accident Area | PDF, 1 page | View Download |
| 5 | Meteorology | PDF, 1 page | View Download |
| 6 | Excerpts from Maintenance Records | PDF, 17 pages | View Download |
| 7 | Summary of Helicopter Examination (3 Embedded Images) | PDF, 8 pages | View Download |
| 8 | Evidence Control Form | PDF, 1 page | View Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 3 pages | View Download |
| 10 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 2 pages | View Download |
| 11 | Toxicological Report | PDF, 2 pages | View Download |
| 12 | Photo Array of Accident Site | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N2096W 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.