Arrow Falcon Exporters INC OH-58A accident near Escalon, California, February 2, 2010
On February 2, 2010 at about 10:00 pm local time, a Arrow Falcon Exporters INC OH-58A (helicopter), registered N9286U, was substantially damaged in an accident during enroute near Escalon, California. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during cruise flight due to the fatigue failure of the pneumatic fuel-to-governor control line. Also causal was the inadequate installation of the pneumatic line by maintenance personnel, and the pilot’s decision to continue flight with a known discrepancy.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2010 · about 10:00 pm local time
- Place
- Escalon, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Arrow Falcon Exporters INC OH-58A · all OH-58As on the register
- Registration
- N9286U · no longer on the register · serial 69-16198
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had reported to his mechanic prior to the accident flight that the helicopter was not producing full power, was vibrating heavily, and that the DC generator caution light had illuminated. He also reported that his work load was heavy, and that he would continue onwards to return the helicopter to its home base. Shortly after takeoff the engine lost power, the pilot performed a forced landing, and the helicopter collided with terrain. Examination of the engine revealed that a stainless steel pneumatic fuel-to-governor control line had failed at its fitting. Witness marks on the line revealed that it had been rubbing against an adjacent oil line. Additionally, the pneumatic line had been bent during installation such that its surface was in contact with the connector ferrule. Analysis of the line's fracture surface revealed indications of high cycle fatigue. The fuel controller was replaced about 26 flight hours prior to the accident; replacement of the controller would have required the removal and installation of the failed line. The engine manufacturer provided installation guidance in multiple publications, and specifically cautioned against improper installations of engine lines. Examination of the DC starter-generator revealed that it had experienced a partial mechanical failure, which was likely the reason the pilot felt a vibration and observed a dc generator caution light. During the investigation the failed line was replaced, and the engine was successfully run in a test cell throughout its power range.
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
What happened, in order
- Aircraft maintenance event during prior to flight
- Powerplant sys/comp malf/fail during enroute defining event
- Loss of engine power (partial) during enroute
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › (general) › Incorrect service/maintenance
- cause Aircraft › Aircraft power plant › Engine fuel and control › (general) › Fatigue/wear/corrosion
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 12,928 hours in all; 3,010 in this make and model; 30 in the last 90 days
- Last flight review: October 8, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 7,580 hours
- Last inspection: continuous airworthiness programme, December 7, 2009; 3 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce T63-A-720 (turboshaft); 0 hours total
The flight
- Departed from: Escalon CA at 9:55 pm
- Destination: Modesto CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 4 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 1,300 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 29.82 inHg
- Observation at 9:53 pm from KMOD, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N9286U 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.