Hughes OH-6A accident near El Paso, Texas, April 13, 2000
On April 13, 2000 at about 4:20 pm local time, a Hughes OH-6A (helicopter), registered N6187Y, was substantially damaged in an accident near El Paso, Texas. It was a public-use flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to maintain rotor rpm during an autorotation, which resulted in a hard landing. A factor was the partial loss of engine power resulting from the separation of the power control line due to fatigue, as a consequence of improper installation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2000 · about 4:20 pm local time
- Place
- El Paso, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes OH-6A · all OH-6As on the register
- Registration
- N6187Y · registry record · serial 69-16038
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter's engine experienced a partial loss of engine power while maneuvering at 60 feet agl and a forward airspeed of approximately 10 knots. In response to the loss of engine power, the pilot 'increased power, pulled up on the collective, in order to increase airspeed.' The engine immediately began to 'coast down.' The pilot added that due to the relatively low altitude, slow airspeed, and insufficient rotor rpm available for the autorotation, the helicopter landed hard. Examination of the engine revealed that a power control (PC) line, which ran between the fuel control unit and governor, had separated. Metallurgical examination revealed that the PC line failed due to fatigue. A bend in the line was observed at the location corresponding to the base of the ferrule at the failed end, indicating that excessive force may have been used during installation of the line. It is likely that fatigue initiated due to the additional stresses placed on the tube by this bend.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,750 hours in all; 3,500 in this make and model; 135 in the last 90 days; 45 in the last 30 days; 5,440 as pilot in command; 833 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,322 hours
- Last inspection: annual inspection, March 29, 2000; 12 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: ELP TX at 2:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 2:51 pm from ELP, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.