Bell OH-58C accident near Watertown, Wisconsin, August 19, 2000
On August 19, 2000 at about 2:41 am local time, a Bell OH-58C (helicopter), registered N626SF, was destroyed in an accident near Watertown, Wisconsin. It was a public-use flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
The spatial disorientation by the pilot during continued flight into instrument conditions and the inadequate surveillance by the operator. The inoperative attitude indicator and night conditions were contributing factors.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 2000 · about 2:41 am local time
- Place
- Watertown, Wisconsin · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell OH-58C · all OH-58Cs on the register
- Registration
- N626SF · registry record · serial 68-16718
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The Milwaukee County Sheriff's Aviation Department was operating as a public-use operator. The helicopter was on a cross-country flight when it impacted rolling terrain in a sparsely populated area. Witness described fog in the area at the time of the accident. The Milwaukee County Sheriff's Aviation Division's standard operating procedures (SOP's) states under section 3/033.05 Basic VFR Weather Minimums, that 'Basic VFR weather minimums shall conform to those minimums outlined in FAR 91.155 and 91.157.' In addition to these requirements, the night weather minimums for operations outside the local flying area were a ceiling of 1,000 feet and a visibility of 3 miles. The chief pilot reported and also made an entry into the helicopter's discrepancy log indicating that the attitude indicator was inoperative on May 19, 2000. There was no entry regarding corrective action for the attitude indicator. On June 4, 2000 a draft of an MEL, prepared by the chief pilot, stated that the attitude indicator is, 'Not required during daylight. Not required at night when in VMC [visual metrological conditions] conditions'. FAA-H-8083-21, Rotorcraft Flying Handbook, Chapter 12, Attitude Instrument Flying, states under Attitude Indicator: 'The attitude indicator provides a substitute for the natural horizon. It is the only instrument that provides an immediate and direct indication of the helicopter's pitch and bank attitude...'
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 756 hours in all; 144 in this make and model; 37 in the last 90 days; 19 in the last 30 days; 748 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,230 hours
- Last inspection: 100-hour inspection, June 30, 2000; 40 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20C (turboshaft); 0 hours total
The flight
- Departed from: DLL Baraboo WI at 1:40 am
- Destination: Wauwatosa WI
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 350° at 6 knots
- Visibility: 7 statute miles
- Sky: overcast at 900 ft; clear
- Temperature: 63°F (17°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 3:04 am from RYV, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI00FA262.