Bell Helicopter Textron 206L-1 accident near Homer, Alaska, September 26, 2008
On September 26, 2008, a Bell Helicopter Textron 206L-1, registered N305MH, was substantially damaged in an accident during initial climb near Homer, Alaska. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from power lines during an external load lift. Contributing to the accident was the pilot's lack of situational awareness.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 2008
- Place
- Homer, Alaska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell Helicopter Textron 206L-1 · all 206L-1s on the register
- Registration
- N305MH · registry record · serial 45386
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airline transport helicopter pilot was assisting an electric utility company in positioning personnel and equipment under 14 Code of Federal Regulations Part 135. While lifting an external load, he reported that he had completed the hovering long-line hookup, but forgot that he was directly under high tension power lines. He said that as he started to extend the line the main rotor blades contacted and severed the power lines. The pilot said that his next memory was being on the ground looking at the wreckage. He said the helicopter was operating normally until he contacted the wires. The helicopter sustained damage to the fuselage and rotor system.
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
- External load event (Rotorcraft) during initial climb defining event
The NTSB's findings
- factor Environmental issues › Physical environment › Object/animal/substance › Wire › Awareness of condition
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- factor Personnel issues › Psychological › Perception/orientation/illusio › Situational awareness › Pilot
Crew member
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 17,180 hours in all; 2,705 in this make and model; 257 in the last 90 days; 31 in the last 30 days; 550 on instruments
- Last flight review: June 6, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 22,274 hours
- Last inspection: 100-hour inspection, September 5, 2008
- Maximum gross weight: 4,250 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250 SER 250HP (turboshaft); 0 hours total
- Operator: Maritime Helicopters INC
The flight
- Departed from: Homer AK
- Destination: Homer AK
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.