Garlick HH-1K accident near Live Oak, California, June 29, 2000
On June 29, 2000 at about 4:35 pm local time, a Garlick HH-1K (helicopter), registered N896RP, was destroyed in an accident near Live Oak, California. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate lubrication of the tail rotor drive shaft coupling by unknown maintenance personnel that resulted in the in-flight failure and separation of the helicopter's tail boom.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2000 · about 4:35 pm local time
- Place
- Live Oak, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Garlick HH-1K
- Registration
- N896RP · no longer on the register · serial 157198
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The restricted category helicopter was operating on an agricultural application flight. The pilot radioed his ground crew words to the effect that he was experiencing a structural failure. Witnesses heard the helicopter make a loud noise and when they looked up it was falling straight down from about 100 feet agl. The tail boom and tail rotor assembly were found together about 300 feet from the fuselage wreckage. The main rotor blades remained attached to the main rotor hub. The tail boom separated from the forward fuselage about 6 feet forward of the horizontal stabilizer in proximity of one of the tail rotor drive shaft couplings. The tail boom skin sections were separated at right angles to the tail boom axis, and exhibited tension tearing on the left side and compression buckling on the right side. The skin separation surfaces exhibited a shiny, uniform, bright gray appearance. The tail boom skin thickness in the area of the separation matched the manufacturer's drawing specifications. The separation surfaces of the anti-torque control tube were collapsed and exhibited a uniform shiny appearance. Circumferential scrape marks and paint transfer on the drive shaft near the coupling resembled marks on the top of the tail boom adjacent to the point of separation. The star spline gear teeth of the coupling were worn at a 45-degree angle, accompanied by circumferential gouging about 1/8-inch deep on the adjoining collar. When compared with other couplings on the drive shaft, the interior cavity of this coupling appeared dry and did not exhibit appreciable lubricant (grease). No wire or other external object impact marks were observed on the tail boom.
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: 9,000 hours in all; 35 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,620 hours
- Last inspection: annual inspection, June 9, 2000; 27 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T-53-L-13 (turboshaft); 0 hours total
The flight
- Departed from: O52 Yuba City CA at 4:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 35 statute miles
- Sky: scat at 15,000 ft
- Temperature: 174°F (79°C), dew point 135°F (57°C)
- Altimeter: 29.00 inHg
- Observation at 4:50 pm from MYV, 13 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.