Bell OH-58A accident near St. Augustine, Florida, June 29, 2005
On June 29, 2005 at about 4:42 pm local time, a Bell OH-58A (helicopter), registered N244RP, was substantially damaged in an accident near St. Augustine, Florida. It was a public-use flight (local) under public-use (government) rules. 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the compressor section of the engine for undetermined reasons resulting in the total loss of engine power during the initial climb. A factor in the accident was the operator's use of a confined area for takeoff during non-emergency or routine situations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2005 · about 4:42 pm local time
- Place
- St. Augustine, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH-58A · all OH-58As on the register
- Registration
- N244RP · registry record · serial 71-20533
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was to reposition the helicopter to a high school for a static display. After takeoff from a confined area consisting of an immediately adjacent building, antenna, and a parking lot with numerous cars, the pilot executed a pedal turn to depart over the parking lot. During climb out while flying between 35 to 40 feet agl, and between 30 to 35 knots, he heard a "bang" and the helicopter yawed to the right. He later stated the right yaw may have been due to his over correction. He lowered the collective and turned left in an attempt to land on grass at the edge of the parking lot. He pulled collective to clear vehicles below and as a result, the helicopter impacted the ground hard; the main rotor blades collided with several vehicles. Examination of the helicopter revealed no discrepancies with the tail rotor drive system. The main drive shaft was fractured at both ends; no evidence of preexisting cracks were noted. Examination of the engine revealed leading and trailing edge damage to the first and second stage compressor blades, while the 3rd, 4th, and 5th stage compressor blades were fractured near the blade root. No evidence of preexisting cracking was noted on any of the fractured compressor blades.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,868 hours in all; 1,474 in this make and model; 96 in the last 90 days; 24 in the last 30 days; 1,578 as pilot in command
- Last flight review: November 1, 2004
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,175.5 hours
- Last inspection: 100-hour inspection, May 1, 2005; 30.9 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison T63-A-720 (turboshaft); 0 hours total
- Operator: St. Johns County Sheriff'S Office
The flight
- Departed from: St. Augustine FL at 4:42 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,600 ft
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 30.04 inHg
- Observation at 4:55 pm from KSGJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.