Arrow Falcon Exporters INC UH-1H accident near Stockton, California, September 2, 2011
On September 2, 2011 at about 1:40 am local time, a Arrow Falcon Exporters INC UH-1H (helicopter), registered N205PJ, was substantially damaged in an accident during enroute (cruise) near Stockton, California. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to the separation of a tooth from the starter-generator drive gear, which resulted in failure of the engine oil pump and subsequent oil starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2011 · about 1:40 am local time
- Place
- Stockton, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Arrow Falcon Exporters INC UH-1H
- Registration
- N205PJ · no longer on the register · serial 64-13617
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, the pilot noted a fluctuation in the engine oil pressure followed by the illumination of the red warning light indicating low oil pressure. He performed a precautionary landing, and at 10 feet above ground level, the engine lost total power. The helicopter subsequently landed hard on uneven terrain and rolled onto its left side. Postaccident examination of the engine revealed that a gear tooth on the starter-generator drive gear had separated. The separated tooth jammed the accessory gear drive train, which resulted in the failure of the engine oil pump and subsequent catastrophic engine failure due to oil starvation. The reason for the failure of the gear tooth could not be determined.
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
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
- Loss of engine power (total) during emergency descent
- Roll over during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Accessory drives › Failure
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 13,200 hours in all; 13,050 as pilot in command
- Last flight review: March 4, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 15,000 hours
- Last inspection: 100-hour inspection, August 8, 2011
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T-53 (turboshaft); 0 hours total
- Operator: P J Helicopters INC
The flight
- Departed from: TCY Tracy CA at 1:30 am
- Destination: RBL Red Bluff CA
Weather at the time
- Light: daylight
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 52°F (11°C)
- Altimeter: 29.75 inHg
- Observation at 1:55 am from SCK, 14 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.
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.