On May 19, 2010, a Schweizer 269C (registration G-SBHH) was involved in an aviation accident near Medina Sidonia (Cádiz), ES. Investigators recorded the probable cause as: The incident likely resulted from a combination of the progressive loss of main rotor RPM due to the pilot's failure to make necessary throttle adjustments after moving the collective during the climb, and the loss of control during an autorotation maneuver… This summary draws on records from the Spanish Civil Aviation Accident and Incident Investigation Commission (CIAIAC).
A Schweizer Hughes 269C helicopter (G-SBHH) crashed near Medina Sidonia, Spain, on May 19, 2010, during a solo training flight. The student pilot was uninjured.
Incident Overview and Location On Wednesday, May 19, 2010, at 15:00 local time, a Schweizer Hughes 269C helicopter with registration G-SBHH crashed near Medina Sidonia, Cádiz, Spain. The aircraft was operated by Fly In Spain Vejer, S.L., and was powered by a single Lycoming HIO-360-B1A engine. The incident occurred during a general aviation training flight in the en-route phase. ## Flight Details and Pilot Information The helicopter departed from Jerez airport (LEJR) for a solo training flight. The pilot in command was a 32-year-old student helicopter pilot (SPL(H)) with a total of 69:23 hours of flight experience, all of which were on the Hughes 269C type. The pilot also held a valid private pilot license for airplanes (PPL(A)) with 134:30 hours of airplane experience. ## Sequence of Events While flying north of Medina Sidonia at an altitude of 1,300 feet, the pilot decided to climb to 2,500 feet. The pilot pulled back on the cyclic and raised the collective to gain altitude. The helicopter did not respond as expected, and the pilot felt insecure due to the wind conditions in the area. The pilot then decided to perform a precautionary autorotation landing. The pilot could not confirm whether the low rotor RPM warning was seen or heard. During the landing, the helicopter impacted the ground abruptly and overturned, sustaining significant damage to the structure and rotor. The pilot exited the aircraft unassisted and was uninjured. After the incident, the pilot realized that the maneuver had been performed with a tailwind. ## Meteorological Conditions The Spanish State Meteorological Agency reported that the most probable weather conditions at the flight altitude were easterly winds varying between 10 and 20 knots, partly cloudy or clear skies, and temperatures between 25°C and 28°C. ## Aircraft and Operational Factors The Schweizer Hughes 269C is a light helicopter with a capacity for one pilot and two passengers. It features a Correlator device that mechanically links the collective control to the engine throttle, automatically adjusting power when the collective is moved. The aircraft is equipped with both visual and acoustic low rotor RPM warnings. The flight manual does not specify a particular configuration for climbing from cruise flight. However, it states that during takeoff, the climb should be conducted at 2,900 rpm, with speed adjusted to the best rate of climb (39 kt) above 300 feet. The manual indicates that autorotation should only be initiated in the event of an engine failure. The operator's approved training manual describes the correct sequence for a climb from level flight: first control attitude, then power, and finally adjust the throttle. It also explains how to enter and manage autorotation, noting that for an engine stoppage, the entry must be rapid to prevent excessive loss of rotor RPM. ## Analysis and Conclusions The operator's instruction manual sets a maximum crosswind or tailwind of 17 knots for training flights with an instructor and 10 knots for solo flights. Given the probable wind speeds of up to 20 knots, the weather conditions may have exceeded the recommended limits for a pilot with only 69 hours of helicopter experience. The pilot attempted to climb from 1,300 feet to 2,500 feet. According to the training manual, the climb should begin by controlling attitude, then power, and finally adjusting the throttle. The pilot acted on the cyclic to control attitude and reduce speed, as instructed, but apparently did not make the necessary throttle adjustments to maintain constant rotor RPM. As a result, the rotor RPM progressively decreased. With low rotor RPM and continued collective input, the pilot failed to achieve the climb and further reduced rotor energy. The pilot decided to perform a precautionary autorotation landing upon feeling a loss of control over the rotor RPM. The flight manual specifies that autorotation should only be initiated in the event of an engine failure, which did not occur. Additionally, the entry into autorotation should be rapid to maintain rotor RPM, but the RPM had already decreased. The pilot was unaware that the maneuver was being performed with a tailwind, a fact realized only after the ground impact. An autorotation with a tailwind increases the descent rate and makes it difficult for the pilot to control the maneuver. All autorotation landings require the aircraft to face the wind before touchdown to help reduce speed, which the pilot could not execute properly due to insufficient awareness of the wind's force and direction. The incident likely resulted from a combination of two factors: the progressive loss of main rotor RPM, which left the helicopter without energy during the attempted climb due to the pilot's failure to make necessary throttle adjustments after moving the collective, and the loss of control during an autorotation maneuver performed with a strong tailwind, causing the helicopter to descend and land at an excessive speed.
Probable cause
The incident likely resulted from a combination of the progressive loss of main rotor RPM due to the pilot's failure to make necessary throttle adjustments after moving the collective during the climb, and the loss of control during an autorotation maneuver performed with a strong tailwind, causing the helicopter to descend and land at an excessive speed.