Bell 206 accident near Arden Hills, Minnesota, April 18, 2016
On April 18, 2016 at about 5:24 pm local time, a 1996 Bell 206 (helicopter), registered N119SP, was substantially damaged in an accident during maneuvering (low-alt flying) near Arden Hills, Minnesota. It was a public-use flight (state) under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for reasons that could not be determined based on the available evidence
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 18, 2016 · about 5:24 pm local time
- Place
- Arden Hills, Minnesota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 L4, built 1996 · all 206s on the register
- Registration
- N119SP · registry record · serial 52175
- Damage
- Substantial damage
- Flight
- Public-use flight (state) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was to simulate elevated close-quarter operations with firemen mounting and dismounting the helicopter skids following a pinnacle approach and landing to a shipping container at a training facility. The pilot stated that he made a “stable” straight-in approach to the shipping container and that, shortly after landing, he heard a “bang” and a “thunk.” The pilot stated that the helicopter “felt loose” and that he was having difficulty keeping it in position on top of the shipping container, so he decided to abort the landing and climb away from the shipping container. He increased collective to establish a climb, but quickly realized that the helicopter was not climbing as intended. The pilot briefly lowered collective to gain main rotor rpm, then increased the collective to reduce the helicopter’s rate of descent before a hard landing between shipping containers. The pilot remembered hearing an engine-out warning and possibly a low rotor speed alarm in the cockpit, but he could not recall exactly when he heard the warning and/or alarm. He also did not recall seeing any master warning indicator lights, but he stated that his attention was focused outside of the helicopter during the final moments of the flight. A review of video footage from a camera mounted to one of the firefighter’s helmets indicated that, after the pilot aborted the landing on the shipping container, the helicopter rotated slightly left as it climbed about 10 to 15 ft before it rotated about 90° to the right and descended to a dirt road between three shipping containers. As the helicopter descended, there was an audible decrease in engine speed and main rotor speed. The helicopter landed hard upright, which deflected the landing skids and fractured the tail boom aft of the fuselage. The helicopter sustained substantial damage to the lower fuselage, tail boom, and the tail rotor driveshaft during the hard landing. Postaccident examination and testing of the engine did not reveal any anomalies that would have precluded normal operation. The engine successfully ran at ground idle, flight idle, takeoff power, and maximum continuous power. Additionally, the engine was rapidly cycled between flight idle and maximum power numerous times with no observed hesitation or surging in engine operation. The engine exceeded the expected power output for a new-production engine at low cruise, normal cruise, and maximum takeoff power settings. Functional testing of the fuel control unit and power turbine governor revealed no anomalies that would have precluded normal engine operation. Additionally, the helicopter had ample fuel available at the time of the accident. The reason for the loss of engine power could not be determined based on the available information.
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
- Hard landing during landing
- Loss of engine power (partial) during maneuvering (low-alt flying) defining event
The NTSB's findings
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,447 hours in all; 792 in this make and model; 63 in the last 90 days; 32 in the last 30 days; 1,553 as pilot in command; 196 on instruments
- Last flight review: October 21, 2014
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 6,492.4 hours
- Last inspection: approved inspection programme, March 23, 2016; 26.9 hours since
- Maximum gross weight: 4,550 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C30P (turboshaft); 6,492 hours total
- Operator: Minnesota Department Of Public Safety
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 15,000 ft; a few clouds at 6,000 ft
- Temperature: 77°F (25°C), dew point 52°F (11°C)
- Altimeter: 30.21 inHg
- Observation at 5:45 pm from ANE, 5 miles away
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.
Other NTSB records under N119SP the same tail number, which may have belonged to a different aircraft at the time
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.