Bell 206L-3 incident near Abilene, Texas, March 29, 2009
On March 29, 2009 at about 11:20 pm local time, a Bell 206L-3 (helicopter), registered N708M, suffered minor damage in an incident near Abilene, Texas. It was a positioning flight under general aviation rules (Part 91). 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 formation and propagation of a fatigue crack in the trailing edge of the main rotor blade due to interconnected porosity and resultant corrosion. The area of interconnected porosity was due to a manufacturing defect which was not detected during the manufacturing process.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 29, 2009 · about 11:20 pm local time
- Place
- Abilene, Texas · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N708M · registry record · serial 51186
- Damage
- Minor damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following the post-flight inspection of a repositioning flight, the pilot noted a crack in the trailing edge of the rotor blade. He had characterized the previous flight as turbulent, but otherwise unremarkable and without any mechanical anomalies. An examination of the main rotor blade revealed a path of interconnected porosity between the lower trailing edge skin, trailing edge strip, and epoxy that allowed for the introduction of moisture and resultant corrosion. The failure was due to insufficient squeeze-out of the epoxy layer between the lower skin and the trailing edge strip during manufacture. The corrosion pit allowed the formation of a fatigue crack with a resultant crack along the blade surface.
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
- Aircraft inspection event during unknown
- Unknown or undetermined during unknown defining event
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › Main rotor blade system › Fatigue/wear/corrosion
- Organizational issues › Support/oversight/monitoring › Oversight › Oversight of operation › Manufacturer
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,918 hours in all; 2,247 in this make and model; 3,435 as pilot in command
- Last flight review: July 15, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,188 hours
- Last inspection: approved inspection programme, March 3, 2009
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250 SER 250HP (turboshaft); 0 hours total
- Operator: Air Evac Ems INC
The flight
- Departed from: KLBB Lubbock TX at 10:06 pm
- Destination: Abilene TX
Weather at the time
- Light: daylight
- Wind: from 190° at 21 knots, gusting 31
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 16°F (-9°C)
- Altimeter: 29.75 inHg
- Observation at 9:52 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 3 |
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.