Bell 206B accident near Elim, Alaska, March 15, 2005
On March 15, 2005 at about 2:30 pm local time, a Bell 206B (helicopter), registered N422R, was substantially damaged in an accident near Elim, Alaska. It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's continued flight into adverse weather conditions, and his failure to maintain adequate clearance while maneuvering, which resulted in an in-flight collision with terrain. Factors associated with the accident are flat light, whiteout conditions, fog, and snow-covered terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2005 · about 2:30 pm local time
- Place
- Elim, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N422R · no longer on the register · serial 1696
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport certificated pilot was flying a high skid-equipped helicopter over flat, snow-covered terrain. As the flight progressed, visibility deteriorated to about one and one-half miles, making it difficult to discern the surface of the featureless terrain. The pilot said that he elected to make a precautionary landing, and wait for improved weather conditions. After landing, he decided to reposition the helicopter to a more suitable site. He said that just after takeoff, as the helicopter moved forward, flat light and worsening fog contributed to his inability to recognize any topographical features. He reported that while hover taxiing, the main rotor blades struck a snow-ridge, and the helicopter pitched forward. When the main rotor blades struck the snow-ridge, the main rotor mast sheered, and the helicopter rolled to the right, coming to rest upright against the snow-ridge. The helicopter sustained substantial damage to the fuselage, tail boom, main rotor blades, and transmission deck assembly. The pilot noted that there were no preaccident mechanical anomalies with the helicopter.
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, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,000 hours in all; 900 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 4,500 as pilot in command
- Last flight review: March 1, 2005
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,226.7 hours
- Last inspection: annual inspection, August 5, 2004; 90.3 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: KKA Koyuk AK at 2:00 pm
- Destination: ELI Elim AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 1.5 statute miles
- Temperature: 30°F (-1°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.