Sikorsky S-58J accident near Chowchilla, California, March 22, 1991
On March 22, 1991 at about 7:00 pm local time, a Sikorsky S-58J (helicopter), registered N27AR, was substantially damaged in an accident near Chowchilla, California. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
1) THE PILOT NOT FOLLOWING THE PERFORMANCE DATA FOR THE AIRCRAFT, AND 2) THE PILOT'S INFLIGHT DECISION TO TURN THE AIRCRAFT, WHICH WAS AT OR NEAR MAXIMUM GROSS WEIGHT, IN SUCH A DIRECTION THAT REQUIRED MORE POWER THAN WAS AVAILABLE FOR THE GIVEN FLIGHT CONDITION. A FACTOR IN THIS ACCIDENT WAS THE PILOT'S INABILITY TO TAKE REMEDIAL ACTION DUE TO THE LOW ALTITUDE OF THE AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 22, 1991 · about 7:00 pm local time
- Place
- Chowchilla, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky S-58J · all S-58Js on the register
- Registration
- N27AR · no longer on the register · serial 58-735
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT HAD JUST COMPLETED A CHEMICAL APPLICATION RUN OF APPROXIMATELY 1/2 MILE IN LENGTH FROM NORTH TO SOUTH. THE PILOT ATTEMPTED TO TURN THE HELICOPTER FROM A HEADING OF SOUTH, THROUGH A HEADING OF EAST, TO THE NORTH OR WEST. DURING THE TURN, THE AIRCRAFT DESCENDED IN UNCONTROLLED FLIGHT UNTIL IT COLLIDED WITH THE TERRAIN. THE AIRCRAFT HAD BEEN REFUELED AND LOADED WITH ABOUT 350 GALLONS OF CHEMICALS ABOUT 5 MINUTES BEFORE THE ACCIDENT. NO MECHANICAL DEFICIENCIES COULD BE FOUND. THE WIND AT THE ACCIDENT SITE WAS REPORTED FROM THE SOUTH. DURING THE TURN FROM THE SOUTH TO THE NORTH, THE AIRCRAFT PASSED THROUGH A HEADING WHERE THE WIND WOULD BE OFF THE RIGHT REAR OF THE AIRCRAFT. AT THIS PARTICULAR HEADING, MAXIMUM POWER WOULD BE REQUIRED TO SUSTAIN FLIGHT. IN CONSIDERATION OF THE AIRCRAFT'S WEIGHT; DIRECTION OF TURN; WIND DIRECTION; AND WITNESS REPORTS, THE AIRCRAFT EXPERIENCED SETTLING WITH POWER. DURING THE HOVER MANEUVER, THE AIRCRAFT WAS AT A RELATIVELY LOW ALTITUDE WHICH PROHIBITED RECOVERY.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,940 hours in all; 247 in this make and model; 6,540 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 12,500 lb
- Seats: 16
- Landing gear: fixed
- Engine: Wright 989C9HE-2 (piston); 0 hours total
- Operator: Federico Helicopters INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 20 statute miles
- Sky: scat at 4,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.