Accident Overview
On July 27, 2024, at approximately 1242 eastern daylight time, a Schweizer 269C-1 helicopter, registration N61486, was substantially damaged when it crashed near West Carthage, New York. The private pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Witness Observations
According to the pilot's brother, the pilot operated the helicopter from his private residence and flew regularly over the local area, but the helicopter had not flown for about three weeks prior to the accident. The helicopter departed the pilot's residence about 15 minutes before the accident and was observed flying low. A witness who lived across the street from the accident site and was familiar with the pilot and helicopter reported that the helicopter was in an approximate 50-foot hover over a commercial property being developed by the pilot. The witness heard the engine noise "sputter," after which the helicopter descended nearly vertically and slightly forward into a marshy area behind the property.
Wreckage Examination
The wreckage came to rest upright, oriented east, in a marsh between two streets. All major components were identified. The lower fuselage was crushed inward and upward. The tail boom partially separated downward from the tail boom adapter. The three main rotor blades remained attached to the hub and showed no rotational damage; one blade had impact damage from contact with a tree trunk. The two tail rotor blades were attached to their hub and undamaged. The cockpit remained intact with a fragmented windscreen. The mixture control was in the full rich position, and the fuel valve was on. Both front seats were equipped with four-point harnesses that remained intact.
Continuity was confirmed through the main rotor driveshaft to the main rotor blades and through the tail rotor driveshaft to the tail rotor blades. Fore and aft cyclic control continuity was confirmed to the swashplate. Side-to-side cyclic control continuity was confirmed to a break in the mixing bellcrank. Anti-torque control continuity was confirmed from the pedals to the tail rotor swashplate. Collective control continuity was confirmed from the left side collective to the swashplate; the center collective separated consistent with impact. Throttle and mixture control continuity was confirmed to the carburetor.
Fuel System Examination
The helicopter was equipped with a single 32-gallon metal fuel tank located behind the left seat, with one fuel vent and one fuel cap. After recovery to a garage, approximately 11 gallons of automobile gasoline was drained from the tank. During draining, the fuel flowed sporadically, consistent with a lack of venting. When the fuel cap was removed to allow additional venting, the fuel flowed consistently. After draining, the metal fuel vent tube was examined with a borescope, and a blockage was observed. The vent tube was removed, and debris was cleared using compressed air and a metal wire. The debris was consistent with a mud dauber nest.
Engine and Controls Examination
The bottom spark plugs were removed; their electrodes were intact and light gray. Valve covers were removed, and oil was observed throughout the engine. Manual rotation of the crankshaft revealed continuity of the crankshaft, camshaft, and valve train to the accessory section. The magnetos produced spark at all leads when rotated with an electric drill. The carburetor separated from the engine consistent with impact forces but remained intact. Disassembly revealed about 1/4 inch of fuel remaining in the carburetor fuel bowl.
Pilot Information
The helicopter was manufactured in 1998 and equipped with a Lycoming HO-360, 180-horsepower engine. The aircraft logbooks were not recovered, and the Hobbs meter indicated 2,100.4 hours of operation. Federal Aviation Administration records showed that the pilot purchased the helicopter on December 31, 2016. The pilot held a private pilot certificate with a rating for airplane single-engine land but did not possess a rotorcraft-helicopter rating. His logbook was not recovered. His most recent FAA third-class medical certificate was issued on January 17, 2011, at which time he reported a total flight experience of 400 hours.