Garlick Helicipters Inc. OH-58A accident near Columbia, Maine, May 13, 2004
On May 13, 2004 at about 11:35 am local time, a Garlick Helicipters Inc. OH-58A (helicopter), registered N59MH, was substantially damaged in an accident near Columbia, Maine. 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 partial loss of engine power for undetermined reasons, which resulted in a forced landing during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2004 · about 11:35 am local time
- Place
- Columbia, Maine · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Garlick Helicipters Inc. OH-58A
- Registration
- N59MH · registry record · serial 69-16092
- 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 pilot had been flying uneventfully for approximately 2 hours. The helicopter then landed in a private field, where additional chemical spray and fuel was loaded. About 1 minute after takeoff from the private field, at 200 feet agl, the engine lost partial power. The pilot attempted to perform a run-on landing to a field; however, the helicopter impacted trees prior to the field. Following the accident, a test run of the engine was performed using the original fuel control unit, power turbine governor, and engine fuel pump. The engine ran continuously at 95 percent power, with no interruptions or discrepancies noted. A fuel sample was recovered from the helicopter 6 days after the accident, and tested about 2 months later. The test revealed 800 parts per million (ppm) of water present. A fuel sample was also recovered from the fueling truck. Testing of that sample revealed 4 ppm of water present. In addition, the fuel truck was used before and after the accident with no problems noted. According to the Aviation Fuel Quality Control Handbook, the maximum acceptable level of free and dissolved water was 60 ppm.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,369 hours in all; 2,500 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 10,365 as pilot in command; 113 on instruments
- Last flight review: December 16, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,234 hours
- Last inspection: annual inspection, April 22, 2004; 4 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce T63-A-720 (turboshaft); 0 hours total
The flight
- Departed from: NONE Columbia ME at 11:05 am
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 070° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft
- Temperature: 48°F (9°C), dew point 25°F (-4°C)
- Altimeter: 30.37 inHg
- Observation at 11:35 am from BHB, 20 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.