Bell OH-58A accident near El Paso, Texas, December 27, 2001
On December 27, 2001 at about 8:05 pm local time, a Bell OH-58A (helicopter), registered N76PD, was substantially damaged in an accident near El Paso, Texas. It was an instructional flight under public-use (government) rules. No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for an undetermined reason, which resulted in a forced landing. A contributing factor was the moving ground vehicle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2001 · about 8:05 pm local time
- Place
- El Paso, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH-58A · all OH-58As on the register
- Registration
- N76PD · no longer on the register · serial 71-20642
- Damage
- Substantial damage
- Flight
- Instructional flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The helicopter departed and was in cruise flight at 4,500 feet msl (approximately 500 feet agl) when the pilot heard a "muffled pop." Approximately 2 seconds had passed when the pilot heard a second muffled pop, followed by either the low rotor rpm or engine out warning horn. The pilot then entered an autorotation to a residential street. During the autorotation, the pilot maneuvered the helicopter to avoid a moving ground vehicle. Subsequently, the main rotor blades contacted trees, the helicopter landed hard, and it came to rest upright. The pilot had accumulated 865 hours in helicopters with 4 hours in the make and model of the accident helicopter, at the time of the accident. The engine was examined; its outer casing was intact and there was no evidence of a catastrophic engine failure. A pneumatic check was performed and no leaks were found. The fuel lines were examined and no loose fittings or fuel leaks were found. The engine was removed from the airframe, placed in a test cell, and a test run was performed. The engine operated within the manufacturer's specifications at idle, cruise, takeoff, and maximum power settings. The reason for the loss of engine power was not determined.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,095 hours in all; 4 in this make and model; 75 in the last 90 days; 7 in the last 30 days; 901 as pilot in command
- Last flight review: February 14, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,233.9 hours
- Last inspection: approved inspection programme, October 22, 2001; 5.7 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce T63A-720 (turboshaft); 0 hours total
The flight
- Departed from: ELP El Paso TX at 8:00 pm
- Destination: 5T6 Santa Teresa TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 13,000 ft; not recorded
- Temperature: 46°F (8°C), dew point 18°F (-8°C)
- Altimeter: 29.93 inHg
- Observation at 7:51 pm from ELP, 5 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.