Bell 206L-1 accident near Barrow, Alaska, February 24, 1999
On February 24, 1999 at about 9:30 pm local time, a Bell 206L-1 (helicopter), registered N785SR, was substantially damaged in an accident near Barrow, Alaska. It was a public-use flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's misjudged flare while landing. Factors associated with the accident were whiteout conditions, and the snow-covered terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 1999 · about 9:30 pm local time
- Place
- Barrow, Alaska · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N785SR · registry record · serial 45526
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the public use helicopter was being utilized to search for a missing person. He said that shortly after initiating the search, he was able to locate the missing person on a frozen lake. He indicated that as he approached the lake for landing, he became disoriented due to whiteout conditions. The helicopter struck the frozen lake, and rolled onto its right side. The helicopter sustained substantial damage to the fuselage, tail boom, and drive train components. The closest official weather observation station is Barrow, located about 4 nautical miles north of the accident site. On February 24, at 1753, an Aviation Routine Weather Report (METAR) was reporting in part: wind, 070 degrees at 13 knots; visibility, 3 miles with light snow; clouds, 2,400 feet scattered, 3,800 feet broken, 10,000 feet overcast; temperature, minus 7 degrees F; dew point, minus 13 degrees F; altimeter, 29.81 inHg. The pilot reported 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: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 17,000 hours in all; 314 in this make and model; 99 in the last 90 days; 27 in the last 30 days; 16,000 as pilot in command; 1,500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,396 hours
- Last inspection: 100-hour inspection, September 24, 1998; 50 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: BRW AK at 9:24 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 13 knots
- Visibility: 3 statute miles
- Sky: broken clouds at 3,800 ft; scat at 2,400 ft
- Temperature: -8°F (-22°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 9:53 pm from PAB
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.
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.