Bell 206L-3 accident near Springdale, Arkansas, May 24, 1998
On May 24, 1998 at about 5:35 pm local time, a Bell 206L-3 (helicopter), registered N27AE, was substantially damaged in an accident near Springdale, Arkansas. It was a positioning flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of maintenance personnel to properly assemble the engine's accessory gearbox, which resulted in a total loss of engine power due to partial blockage of the main oil passage by an o-ring. The blockage reduced oil flow to the turbine shafting, which led to the total failure of the gas producer turbine shaft and the power (free) turbine shaft. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1998 · about 5:35 pm local time
- Place
- Springdale, Arkansas · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N27AE · registry record · serial 51141
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after the helicopter lifted off from a hospital helipad en route to pick up a patient, the engine lost power. The helicopter descended into a parking lot, landed hard, and rolled over coming to rest on its right side. Disassembly of the engine revealed that both the N1 (gas producer turbine) and the N2 (power turbine) shafts had separated. Coke deposits and rub marks were noted on the outside diameter of the N1 shaft. Coke deposits were also present on the inside diameter of the N2 shaft. Metallurgical examination of the shafts determined that coke build up consistent with reduced oil flow led to rubbing between the shafts. The rubbing produced frictional heat that resulted in softening and subsequent failure of the shafts. An o-ring was found lodged in the main oil passage of the accessory gearbox housing. Oil flow testing and calculations showed that this o-ring reduced the oil flow to the turbine shafting from .82 to between .00 and .10 lbs/min. Maintenance records indicated that the engine had accumulated 531 hours since a 3,500 hour gear train inspection, which included disassembly, cleaning, and reassembly of all accessory gearbox components.
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: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,163 hours in all; 2,519 in this make and model; 57 in the last 90 days; 18 in the last 30 days; 5,073 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,247 hours
- Last inspection: approved inspection programme, May 11, 1998; 38 hours since
- Maximum gross weight: 4,150 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
- Operator: Air Evac Ems, INC.
The flight
- Destination: Bella Vista AR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from FYV, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.
Other NTSB records under N27AE the same tail number, which may have belonged to a different aircraft at the time
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.