Garlick OH-58A accident near Kountze, Texas, July 31, 2010
On July 31, 2010 at about 5:15 pm local time, a Garlick OH-58A (helicopter), registered N305SD, was substantially damaged in an accident during landing (flare/touchdown) near Kountze, Texas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to fuel exhaustion as a result of the pilot’s improper fuel planning.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 2010 · about 5:15 pm local time
- Place
- Kountze, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Garlick OH-58A
- Registration
- N305SD · no longer on the register · serial 70-15649
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he normally fueled the helicopter with 200 pounds of fuel each time he loaded chemicals, which equated to approximately 30 minutes of engine endurance. During the flight he did not recall the 20-minute fuel warning light or any other warning lights illuminating. After what the pilot thought was about 15 minutes into the flight, the helicopter yawed from side-to-side and the engine experienced a total loss of power. The pilot performed a quick-stop landing, severing the tail boom. Federal Aviation Administration inspectors found no fuel in the fuel line and only a half of a cup of fuel in the fuel filter. While the fuel tank had been compromised, there was no evidence of fuel in the surrounding area.
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
- Loss of engine power (total) during maneuvering (low-alt flying)
- Off-field or emergency landing during emergency descent
- Tailstrike during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 17,483 hours in all; 6,196 in this make and model; 108 in the last 90 days; 83 in the last 30 days; 17,421 as pilot in command
- Last flight review: February 5, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,636 hours
- Last inspection: 100-hour inspection, July 9, 2010; 65 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls Royce-Allison T-63A-720 (turboshaft); 0 hours total
- Operator: Coastal Air Service
The flight
- Departed from: NONE Kountze TX at 4:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from BPT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.