Bell 206B accident near Temecula, California, May 15, 1998
On May 15, 1998 at about 1:10 am local time, a Bell 206B (helicopter), registered N90215, was destroyed in an accident near Temecula, California. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to a deteriorated compressor air seal which resulted in the fracture and separation of several stator vanes. Deterioration was not detected as a result of an inadequate maintenance inspection frequency.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 1998 · about 1:10 am local time
- Place
- Temecula, California
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N90215 · no longer on the register · serial 1698
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The helicopter departed from the fuel truck and subsequently experienced a partial loss of engine power at about 10 feet above sloping terrain. The aircraft settled and impacted the ground. The pilot stated that the engine was still spooling down as he exited the aircraft. When the engine compressor section was examined, it was determined that the internal compressor case plastic coating was cracked with sections of the plastic missing. Erosion which exceeded the manufacturer's allowable limits was visible through the first four vane stages and was most evident in the lower case half. According to the engine manufacturer, when compressor erosion is unchecked it will eventually result in a fatigue fracture of one of the vanes due to a loss of stiffness. The maintenance manual states that the compressor case should be replaced if any vanes are cracked, broken, or show any evidence of tip rub on the rotor spacer. It further states that corrosion or erosion can cause damage to the compressor blades and vanes that can result in engine failure. The manufacturer specifies inspection intervals of the compressor case should be determined by the operating environment, but in any case, should not exceed 300 hours. The compressor case halves had were replaced in December 1996 and had accumulated approximately 600 hours at the time of the accident. They had not been inspected since being overhauled. The pilot reported that the helicopter had been operating in desert terrain.
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: 9,027 hours in all; 2,177 in this make and model; 6,965 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 13,489 hours
- Last inspection: 100-hour inspection, May 13, 1998; 2 hours since
- Maximum gross weight: 3,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: Fallbrook CA at 1:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 12 knots
- Visibility: 20 statute miles
- Sky: scat at 7,000 ft
- Temperature: 70°F (21°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
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.