Bell 212 accident near Clear, Alaska, June 27, 2001
On June 27, 2001 at about 2:58 am local time, a Bell 212 (helicopter), registered N5017H, was substantially damaged in an accident near Clear, Alaska. It was a public-use flight under public-use (government) rules. No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of an unsuitable landing site following a partial loss of power during approach to landing in a multiengine helicopter. Factors associated with the accident are an automatic fuel control unit that had a restricted fuel flow due to an improperly complied with service bulletin, and the pilot's improper single engine emergency procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 2001 · about 2:58 am local time
- Place
- Clear, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 212 · all 212s on the register
- Registration
- N5017H · no longer on the register · serial 30930
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot was flying a twin engine helicopter that was lightly loaded. He was flying in close proximity to a helipad, waiting for another helicopter to leave the pad, when he reported he had a loss of engine power in the number two engine. Although the helicopter's operations manual specified that the helicopter was easily capable of sustaining flight, and even of initiating a rate of climb somewhere between 550 and 700 feet per minute, the pilot elected to make an immediate landing into a confined area. During the descent, the helicopter collided with trees, and sustained substantial damage. An examination of the engines disclosed that an improper bleed air flow jet was left installed in the engine's automatic fuel control unit (AFCU), contrary to a service bulletin from the manufacturer. The presence of the air flow jet resulted in a substandard fuel flow pressure, and the potential for a loss of engine power.
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: airline transport pilot, commercial pilot
- Ratings: single-engine land; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 10,000 hours in all; 1,000 in this make and model; 60 in the last 90 days; 47 in the last 30 days; 8,000 as pilot in command
- Last flight review: February 10, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,002 hours
- Last inspection: approved inspection programme, June 25, 2001; 5.6 hours since
- Maximum gross weight: 11,200 lb
- Seats: 9
- Landing gear: fixed
- Engine: P&W PT6T-3 (turboshaft); 0 hours total
- Operator: State Of Alaska, Division Of Forestry
The flight
- Departed from: Clear AK at 6:50 pm
- Destination: Clear AK
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 30.04 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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 N5017H 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.