Bell 206B accident near Graysville, Alabama, June 22, 2004
On June 22, 2004 at about 3:00 pm local time, a Bell 206B (helicopter), registered N3902W, was destroyed in an accident near Graysville, Alabama. It was a public-use 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 inadequate compensation for a tailwind and his failure to maintain directional control resulting in a loss of tail rotor effectiveness. A factor was the pilot's improper in-flight decision to hover with a tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 22, 2004 · about 3:00 pm local time
- Place
- Graysville, Alabama · 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
- N3902W · no longer on the register · serial 3233
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he was maneuvering the helicopter in a right turn at 200 feet AGL between 20 to 25 knots with a tail wind. The helicopter started an uncommanded turn to the right. The pilot immediately applied left anti-torque pedal and increased power. The un-commanded turn rate increased. The pilot decreased power, lowered the nose, and applied right cyclic. The turn rate increased. The helicopter descended, collided with trees, and a road while turning to the right collapsing the right skid, and rolled over on its left side. When the pilot was asked if he experienced any mechanical problems with the helicopter before the accident, the pilot stated no. When the pilot was asked what happened, the pilot stated "he encountered a loss of tail rotor effectiveness". When the pilot was asked if he had any training in regards to loss of tail rotor effectiveness, he stated, "only open discussion."
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,103 hours in all; 800 in this make and model; 110 in the last 90 days; 45 in the last 30 days; 4,850 as pilot in command; 47 on instruments
- Last flight review: January 9, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,543 hours
- Last inspection: annual inspection, May 28, 2004; 40 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: EKY Bessemer AL at 2:00 pm
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,200 ft
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 30.02 inHg
- Observation at 2:53 pm from BHM, 12 miles away
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.