Bell TH-13T accident near Capitan, New Mexico, April 7, 1997
On April 7, 1997 at about 1:15 pm local time, a Bell TH-13T (helicopter), registered N74HL, was destroyed in an accident near Capitan, New Mexico. It was a public-use flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for undetermined reason(s).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 1997 · about 1:15 pm local time
- Place
- Capitan, New Mexico · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell TH-13T · all TH-13Ts on the register
- Registration
- N74HL · no longer on the register · serial 3652
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while flying at an altitude of about 35 feet AGL and 30 knots, 'a slight shudder was felt in the helicopter as though a change of wind direction had occurred.' All instruments and systems 'remained in the green and functioning.' Several minutes later, a complete loss of engine power occurred. The pilot recalled hearing a 'strange noise' immediately preceding the loss of power. Subsequently, he initiated a low altitude auto rotation. Approximately 10 feet AGL, the helicopter began to turn to the left, and 'in order to avoid a roll over,' the pilot lowered the collective and informed the passenger of an immanent hard landing. During contact with the ground, the main rotor contacted and severed the tail boom. Immediately following the hard landing, a fire started in the engine compartment. Both the pilot and passenger evacuated, and the helicopter was consumed by fire. Examination of the wreckage to discover the cause of the loss of engine power was unsuccessful due to extreme fire damage to the engine, fuel system, and accessories. The ambient temperature and dew point were conducive to carburetor icing.
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: 1,821 hours in all; 372 in this make and model; 76 in the last 90 days; 41 in the last 30 days; 1,793 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,558 hours
- Last inspection: 100-hour inspection, April 2, 1997; 2 hours since
- Maximum gross weight: 2,950 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming TV0-435-B1A (piston); 0 hours total
- Fire on the ground
- Operator: U.S Department Of Agriculture
The flight
- Departed from: NONE at 2:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.