Titusville, FL, USA
N2110J
SCHWEIZER 269C 1
During an instructional flight, the flight instructor successfully demonstrated one running landing to the student and then returned to the same area to demonstrate a second running landing. A few seconds after ground contact, the weight of the helicopter began to shift forward, which is typical, so the flight instructor slightly raised the collective. With the weight of the helicopter forward and about half of the forward speed dissipated, the helicopter suddenly pitched down and then rolled left. The flight instructor raised the collective slightly more in an attempt to reduce friction, but the helicopter continued rolling left, and the main rotor contacted the ground. Examination revealed that the left skid tube had fractured due to bending overstress and that the left skid toe had deflected inboard relative to the strut and remainder of the tube. It is likely that the fracture occurred during the running landing. Although the helicopter was equipped with two recording devices capable of retaining data, neither of the devices recorded and retained data for the accident sequence; therefore, the amount of g-loading that the helicopter sustained during the landing sequence could not be determined.
On January 21, 2014, about 1645 eastern standard time, a Sikorsky Aircraft Corporation (formerly Schweizer Aircraft Corporation) 269C-1, N2110J, rolled over during a running landing on an open field approximately 6 nautical miles west-northwest of Space Coast Regional Airport (TIX), Titusville, Florida. The flight instructor and student were not injured. The helicopter was substantially damaged. The helicopter was registered to and operated by Bristow Academy, under the provisions of 14 Code of Federal Regulations (CFR) Part 91 instructional flight. Visual meteorological conditions prevailed at the time which operated on a company visual flight rules flight plan. The flight originated from TIX about 1545.The operator reported that after departure from TIX the flight proceeded to "Training Area Alpha" where basic maneuvers were performed before commencing the introduction to a running landing. The certified flight instructor (CFI) who had performed the same maneuver earlier that day with another student knew the ground was suitable. The CFI performed a running landing then departed to execute another. During the second running landing being demonstrated by the CFI, a few seconds after ground contact the weight of the helicopter began to shift forward (typical), so the CFI raised collective slightly. With the weight of the aircraft forward and about ½ of the forward speed dissipated, the helicopter suddenly pitched down causing a rolling moment. The CFI increased collective slightly more in an attempt to reduce friction and it felt for a brief moment as if the skid tubes had released from ground contact; however, the helicopter continued a left roll and the main rotor contacted the ground. The student stated that a running landing with 20 inches manifold pressure was performed and the landing was smooth. The slide was a bit faster than the previous landing. Suddenly while sliding, the helicopter pitched down and to the left. The CFI tried to lift off but could not. The main rotor blades hit the ground and we rolled over. The helicopter came to rest on its left side. Following recovery of the helicopter, the on-board recording devices consisting of Appareo GAU 2000 and RMS 2000 were removed and sent to the NTSB's Vehicle Recorder Division for read-out. The data imaging process was successful, and additional flights were downloaded to the SD card. Two flights were identified on the accident date; however, neither flight captured the accident sequence. A report of the component examination from the NTSB Vehicle Recorder Laboratory is contained in the NTSB public docket. Also following recovery of the helicopter, components of the left hand forward strut and 2 fractured pieces of left hand tube P/N 269A3245-921 with attached medium skid shoe P/N 269A3251-011 were removed from the helicopter and sent to the NTSB Materials Laboratory located in Washington, DC. The results of the optical examination indicate the fracture surfaces revealed features and deformation patterns indicative of bending overstress of the tube. The tube and skid deformation were consistent with the toe of the skid deflecting inboard relative to the strut and remainder of the tube. The chemistry of the tube material was consisent with a 7075 aluminum alloy, and the hardness and electrical conductivity were most consistent with T6 temper condition. A copy of the NTSB Materials Laboratory Factual Report is contained in the NTSB public docket. Review of the maintenance records and information provided by the operator indicate the left skid tube was replaced on September 6, 2012, at airframe total time of 2228.0 hours; the airframe total time at the time of the accident was 2983.1, or an elapsed time of 755.1 hours.
The flight instructor’s inadvertent side-loading of the left skid while demonstrating a running landing, which resulted in a bending overstress fracture of the left skid tube and a subsequent roll-over.
Source: NTSB Aviation Accident Database
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