Bell OH 58C accident near Yuma, Arizona, May 12, 2018
On May 12, 2018 at about 3:30 am local time, a 1970 Bell OH 58C (helicopter), registered N82857, was substantially damaged in an accident during maneuvering (low-alt flying) near Yuma, Arizona. 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 during an aerial application flight due to thermal damage to the 1st stage gas producer turbine nozzle and an irregular fuel spray pattern due to carbon buildup of the fuel nozzle. Contributing to the accident was maintenance personnel's inadequate inspection of the fuel nozzle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2018 · about 3:30 am local time
- Place
- Yuma, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH 58C, built 1970 · all OH 58Cs on the register
- Registration
- N82857 · registry record · serial 70-15621
- 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 of the helicopter was performing an aerial application flight in dark night conditions when he felt a vibration. The pilot pulled back on the cyclic control to stop the helicopter's forward movement and maintained this position for the remainder of the flight. Seconds later, the helicopter had descended to 40 ft above ground level (agl), and the low rotor rpm light indication illuminated, accompanied by multiple other warning lights. The helicopter continued to descend and impacted terrain upright. The main rotor blades severed the tail boom, the left skid dug into the ground, and the helicopter rolled over and came to rest on its right side. Examination of the helicopter revealed no anomalies with the flight control system. The engine inspection revealed thermal damage to the combustion liner and 1st stage gas turbine producer vanes, consistent with an irregular spray pattern from the fuel nozzle due to carbon buildup. Although the helicopter's weight at the time of the accident exceeded its published maximum gross weight by 100 lbs, whether this contributed to the helicopter's inability to maintain altitude following the loss of engine power was not determined. The engine logbook indicated that the fuel nozzles were inspected in accordance with the manufacturer's 100-hour inspection checklist about two years before the accident. Although a 100-hour inspection was completed about 4 months before the accident, the maintenance log entry did not specify the work completed, and whether the fuel nozzles were inspected at this time could not be determined; however, the carbon buildup on the fuel nozzles suggested long-term accumulation, and it is likely that maintenance personnel either omitted this inspection item or did not adequately inspect the fuel nozzles. Given the carbon accumulation of the fuel nozzle and signatures of irregular fuel spray, it is likely that the helicopter experienced a partial loss of engine power, which resulted in the subsequent descent into 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
What happened, in order
- Loss of engine power (partial) during maneuvering (low-alt flying) defining event
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel injector nozzle › Fatigue/wear/corrosion
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Damaged/degraded
- cause Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 16,023 hours in all; 1,600 in this make and model; 200 in the last 90 days; 15 in the last 30 days; 15,952 as pilot in command
- Last flight review: April 13, 2018
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,300 hours
- Last inspection: type not recorded, March 23, 2018; 14 hours since
- Landing gear: fixed
- Engine: Allison M250-C20C (turboshaft); 8,682 hours total
The flight
- Departed from: PRIV Somerton AZ at 2:45 am
- Destination: PRIV Somerton AZ
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 37°F (3°C)
- Altimeter: 29.62 inHg
- Observation at 2:57 am from NYL, 6 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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N82857 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.