Erickson S64E accident near Ojai, California, October 1, 2006
On October 1, 2006 at about 6:00 pm local time, a Erickson S64E (helicopter), registered N189AC, was substantially damaged in an accident near Ojai, California. It was a public-use flight (federal) under public-use (government) rules. 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's improper remedial action, which resulted in a loss of helicopter control. Contributing factors were the retardant tank and snorkel designs.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2006 · about 6:00 pm local time
- Place
- Ojai, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Erickson S64E · all S64Es on the register
- Registration
- N189AC · registry record · serial 641001
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The helicopter snorkel snagged on a dip tank and the pilot-in-command (PIC) lost control of the helicopter during a retardant dropping mission. The tank and the snorkel screen fitting both contained 90-degree edges, which allowed them to catch on one another, once they came into contact. These abrupt edges may have increased the likelihood of a snagged condition during flight. The PIC was positioning the helicopter into a second tank and the snorkel became caught on the tank. The PIC applied power and shortly thereafter, the helicopter impacted the ground on its right side. Normal procedures following a caught snorkel are to slowly maneuver the helicopter until the snag becomes free. The PIC had reported 1,620 hours of pilot-in-command (PIC) time in helicopters on his application.
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: airplane; rotorcraft: helicopter
- Flight time: 1,291 hours in all; 309 as pilot in command
- Last flight review: August 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,445 hours in all; 525 in this make and model; 4,244 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 5,209 hours
- Last inspection: continuous airworthiness programme, September 1, 2006
- Maximum gross weight: 42,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney JFD12A-4A (turboshaft); 0 hours total
The flight
- Departed from: Lockwood Heliba CA at 5:00 pm
- Destination: Ojai CA
- Flight plan: VFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 18 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 57°F (14°C)
- Altimeter: 30.01 inHg
- Observation at 5:51 pm from OXR, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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 N189AC 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.