Bell OH-58C accident near Dulce, New Mexico, March 19, 1998
On March 19, 1998 at about 11:30 pm local time, a Bell OH-58C (helicopter), registered N505JA, was substantially damaged in an accident near Dulce, New Mexico. It was a public-use flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to a disconnected bleed air line to the fuel controller and the unsuitable terrain for a forced landing. Factors were the loose B-nut, the inadequate maintenance by unknown personnel, insufficient standards/requirements for the use of torque paint, and the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 1998 · about 11:30 pm local time
- Place
- Dulce, New Mexico · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH-58C · all OH-58Cs on the register
- Registration
- N505JA · no longer on the register · serial 70-15381
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot performed a preflight inspection of the helicopter for a flight from a 9,060 foot elevation. On departure, the pilot remembered the helicopter yawing nose left, and the passenger stated that the engine became quiet and the helicopter vibration seemed to stop. The pilot autorotated to the steep sloping vegetated terrain. Postimpact inspection of the engine fuel controller revealed that the PC line had disconnected from the fuel controller. The helicopter received its last annual inspection on September 18, 1997, 93 flight hours prior to the accident. The pilot reported that he had observed a Jicarilla tribal member changing navigation light bulbs on the helicopter; the same individual expressed further interest in performing maintenance on the helicopter. The maintenance organization that performed the last annual inspection did not use torque paint on the PC line B-nut, which is required by the engine manufacturer but not mandated by FARs. The pilot reported that 'because of the location of the PC line connection to the fuel controller, it would be difficult, during a normal preflight inspection, to determine if the PC line B-nut was properly torqued or if it was loose.'
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: rotorcraft: helicopter
- Flight time: 13,631 hours in all; 803 in this make and model; 131 in the last 90 days; 17 in the last 30 days; 12,978 as pilot in command; 9,565 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,507 hours
- Last inspection: 100-hour inspection, September 18, 1997; 93 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison T63-A-720 (turboshaft); 0 hours total
The flight
- Departed from: NONE at 11:30 pm
- Destination: NM01 Dulce NM
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 23°F (-5°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from FMN, 61 miles away
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.