Schweizer 269C accident near Las Vegas, Nevada, June 13, 2018
On June 13, 2018 at about 5:59 pm local time, a 1993 Schweizer 269C (helicopter), registered N557DC, was substantially damaged in an accident during standing (engine(s) operating) near Las Vegas, Nevada (North Las Vegas airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to take the appropriate corrective action for ground resonance, which resulted in a loss of helicopter control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2018 · about 5:59 pm local time
- Place
- Las Vegas, Nevada · North Las Vegas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer 269C UNDESIGNAT, built 1993 · all 269Cs on the register
- Registration
- N557DC · registry record · serial S1630
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was preparing to depart in the helicopter on a local flight. He stated that he powered up the helicopter and that, with the engine/rotor rpm at the “very bottom of [the] green range” and the helicopter still on the ground, the helicopter began to vibrate. The vibrations worsened, and in response to the ground resonance, he lowered the collective and rolled off the throttle to abort the takeoff. The vibrations increased in severity and lasted about 20 seconds. The main rotor and engine then shut down, and the helicopter had rotated about 45° to the left. A nearby witness stated that the helicopter was shaking and that it never came to full power or left the ground. Postaccident examination of the helicopter, including the landing gear dampers, skid attachments, and main rotor blade dampers, revealed no anomalies that would have precluded normal operation. Further, the main rotor dampers were tested about 7 flight hours before the accident flight with no anomalies noted. The Federal Aviation Administration’s (FAA) Helicopter Flying Handbook (FAA-H-8083-21A) stated the following about ground resonance: "If the rpm is low, the only corrective action to stop ground resonance is to close the throttle immediately and fully lower the collective to place the blades in low pitch. If the rpm is in the normal operating range, fly the helicopter off the ground." However, this guidance for ground resonance corrective action was listed in the same paragraph after discussion of hard contact with the ground and when one other landing gear strikes the surface. Although the pilot noted that the engine/rotor rpm was at the very bottom of the green range, the rpm was still in the normal operating range; his decision to lower the collective instead of taking off led to increased (and/or continued) ground resonance vibrations and the subsequent substantial damage to the fuselage.
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
- Ground resonance during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- cause Personnel issues › Experience/knowledge › Knowledge › Knowledge of procedures › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: multi-engine land; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 1,120.9 hours in all; 72 in this make and model; 3.7 in the last 90 days; 970.5 as pilot in command
- Last flight review: May 9, 2017
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,208.4 hours
- Last inspection: annual inspection, June 4, 2018
- Maximum gross weight: 2,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-D1A (piston); 0 hours total
The flight
- Departed from: VGT Las Vegas NV at 5:59 pm
- Destination: U08 Overton NV
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 130° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 28°F (-2°C)
- Altimeter: 29.81 inHg
- Observation at 5:53 pm from KGVT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on February 22, 2022. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Airframe Examination Report | PDF, 3 pages | View Download |
| 3 | Record of Email | PDF, 1 page | View Download |
| 4 | FAA Helicopter Flying Handbook Excerpts | PDF, 3 pages | View Download |
| 5 | Logbook Excerpt | PDF, 1 page | View Download |
| 6 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | 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 N557DC 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.