Bell 206B accident near Apache Junction, Arizona, October 7, 1999
On October 7, 1999 at about 5:15 pm local time, a Bell 206B (helicopter), registered N6624N, was substantially damaged in an accident near Apache Junction, Arizona. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Oil starvation and seizure of the engines Nos. 6 and 7 bearings due to a clogged oil jet, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 1999 · about 5:15 pm local time
- Place
- Apache Junction, Arizona
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N6624N · no longer on the register · serial 3169
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight about 600 feet agl, the pilot noticed that the engine oil pressure was high and the torque gauge was exceeding the high limits. The engine chip light became illuminated. As the pilot descended to make an immediate landing, the engine quit about 75 to 100 feet agl. The pilot autorotated to the ground. The main rotor blades severed the tail cone aft of the horizontal stabilizer after the toe of the left skid became entangled in a large bush and separated. A teardown examination of the engine was conducted. The mechanic reported that the Nos. 6 and 7 bearings displayed evidence of heat distress and oil starvation. When he blew through the oil jet for the Nos. 6 and 7 bearings, he heard something pop out. He opined that it might have been a piece of carbon, which could have prevented the flow of oil into the turbine. He stated that all other components of the lubrication system were intact and functional. No other discrepancies were found.
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; rotorcraft: helicopter
- Flight time: 5,800 hours in all; 2,300 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 5,700 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,335 hours
- Last inspection: 100-hour inspection, March 31, 1999; 93 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Arizona Heliservices INC.
The flight
- Departed from: P33 Willcox AZ at 4:05 pm
- Destination: FFZ Mesa AZ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from PHX, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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 N6624N 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.