# NTSB NYC04LA122: Garlick Helicipters OH-58A, N59MH, Columbia, ME, May 13, 2004 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 13, 2004, 07:35 local (11:35 UTC) - Place: Columbia, ME - Coordinates: 44.658332, -67.775001 - Nearby events: https://openairdocs.org/map.md?lat=44.6583&lon=-67.7750&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 28, 2005 - Report: Approved by Office Director - Parties: FAA FSDO-05 - NTSB case key (mKey): 59209 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC04LA122 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/59209/pdf - Page: https://openairdocs.org/ntsb/NYC04LA122 ## Probable cause A partial loss of engine power for undetermined reasons, which resulted in a forced landing during cruise flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, cruise - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - tree(s) ## Analysis The pilot had been flying uneventfully for approximately 2 hours. The helicopter then landed in a private field, where additional chemical spray and fuel was loaded. About 1 minute after takeoff from the private field, at 200 feet agl, the engine lost partial power. The pilot attempted to perform a run-on landing to a field; however, the helicopter impacted trees prior to the field. Following the accident, a test run of the engine was performed using the original fuel control unit, power turbine governor, and engine fuel pump. The engine ran continuously at 95 percent power, with no interruptions or discrepancies noted. A fuel sample was recovered from the helicopter 6 days after the accident, and tested about 2 months later. The test revealed 800 parts per million (ppm) of water present. A fuel sample was also recovered from the fueling truck. Testing of that sample revealed 4 ppm of water present. In addition, the fuel truck was used before and after the accident with no problems noted. According to the Aviation Fuel Quality Control Handbook, the maximum acceptable level of free and dissolved water was 60 ppm. ## Factual narrative On May 13, 2004, about 0735 eastern daylight time, a Garlick Helicopters Inc. OH-58A, N59MH, was substantially damaged during a forced landing, following a partial loss of engine power in cruise flight near Columbia, Maine. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local aerial application flight conducted under 14 CFR Part 137. The pilot reported that prior to the accident, he had been flying uneventfully for approximately 2 hours. The helicopter landed in a private field, where additional chemical spray and fuel was loaded. The pilot then departed the private field, and was flying toward another field to spray blueberries. About 1 minute after takeoff, at 200 feet agl, the engine lost partial power. The pilot attempted to perform a run-on landing to a field; however, the helicopter impacted trees prior to the field. During the impact, the fuselage and tailboom sustained substantial damage. Following the accident, a test run of the engine was performed at the manufacturer's facility, under the supervision of a Federal Aviation Administration (FAA) inspector. The test run was conducted with the original fuel control unit, power turbine governor, and engine fuel pump. The only slave component used was a burner drain valve, which was replaced due to the accident valve being stuck in the open position, consistent with impact damage. The inspector stated that the engine ran continuously at 95 percent power, with no interruptions or discrepancies noted. A fuel sample from the accident helicopter was tested at the engine manufacturer's facility on July 21, 2004. The test revealed 800 parts per million (ppm) of water present. However, the fuel sample was recovered from the helicopter 6 days after the accident, and remained in a sealed container until the test. A fuel sample was taken from the fueling truck on the day of the accident, and tested on February 28, 2005. Testing of that fuel sample revealed 4 ppm of water present. The operator reported that the same fuel truck was used before and after the accident, with no problems noted. According to data provided by a representative from the engine manufacturer, their maximum acceptable level of free and dissolved water was 260 ppm. The data also revealed that the Aviation Fuel Quality Control Handbook listed the maximum acceptable level as 60 ppm. In addition, the United States MIL-STD-1518B listed the maximum acceptable level as 10 ppm. The pilot reported a total flight experience of approximately 11,369 hours; of which, all of his experience was in helicopters, and 2,500 hours were in the same make and model as the accident helicopter. ## Aircraft - Registration: [N59MH](https://openairdocs.org/aircraft/N59MH), registered now, S/N 69-16092, built 1969 (OpenAirDocs) - Reported make and model: Garlick Helicipters Inc. OH-58A - Registry model: [Garlick Helicopters OH-58A+](https://openairdocs.org/model/garlick-helicopters-oh-58a-plus) (registry code 3740006) (OpenAirDocs) - Registry engine: [Allison T63 series](https://openairdocs.org/engine/allison-t63-series) (registry code 03031, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 69-16092 - Airframe hours: 4234 - Engines: Rolls-Royce T63-A-720 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Aerial application, Part 137 - Registered owner: Maine Helicopters - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, April 22, 2004, 4 hours before - Departed: NONE, Columbia, ME - Airport: NONE ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; commercial, flight instructor; instrument ratings: helicopter; medical: class 2, valid medical--w/ waivers/lim; last flight review December 16, 2003; seat: right; flight hours: 11,369 total, 2,500 in this make and model, 10,365 as pilot in command, 150 in the last 90 days, 50 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 48 °F, dew point 25 °F - Altimeter: 30.37 inHg - Observed at: BHB, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20040513008509A](https://openairdocs.org/incident/20040513008509A), May 13, 2004: Bell OH58A, Columbia, ME, Destroyed. (-23) During cruise flight of approximately 200 AGL pilot reported hearing the tail rotor speed warning beep and immediately started losing power. Pilot… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.