Bell 206 accident near Blair, Nebraska, August 16, 2019
On August 16, 2019 at about 2:45 pm local time, a 2008 Bell 206 (helicopter), registered N106PD, was substantially damaged in an accident during maneuvering (low-alt flying) near Blair, Nebraska (Blair Muni airport). It was a public-use flight (local) under public-use (government) rules. 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of main rotor rpm for reasons that could not be determined based on the available evidence, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 16, 2019 · about 2:45 pm local time
- Place
- Blair, Nebraska · Blair Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B, built 2008 · all 206s on the register
- Registration
- N106PD · no longer on the register · serial 4649
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command (PIC), who is also a flight instructor and was stationed in the right seat of the helicopter, decided to conduct emergency procedure training with a simulated governor failure of the turboshaft engine before returning to the airport to land. The co-pilot, who is not a flight instructor, was stationed in the left seat. The intent was to recover from the simulated governor failure at a safe airspeed and altitude. The PIC initiated a simulated governor failure by rolling the throttle down just enough to take the governor offline but still maintain the main rotor rpm in the green (normal) range. The helicopter descended while maintaining airspeed until over the runway. About 40 ft above ground level and about 45 knots, the PIC announced his intention to complete the training maneuver and rolled the throttle back to the full open position. The PIC verbally confirmed the main rotor rpm indication in the green range. All other indications in the helicopter appeared to be normal to the PIC. As the helicopter was in normal operating conditions, the PIC applied aft cyclic to slow down and begin air taxiing to the parking pad to the east (right) of their current position. At that moment, he heard the low main rotor rpm audible horn. The PIC confirmed a loss of engine power by referencing indications in the cockpit. The helicopter descended very rapidly toward the ground and the PIC surmised the engine was unable to produce power. The PIC reduced the collective briefly to regain main rotor energy then applied collective to cushion the landing. The helicopter impacted the runway and came to rest on its left side, which resulted in substantial damage. A postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. Based on the available evidence, the loss of main rotor rpm could not be determined.
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
- Simulated/training event during maneuvering (low-alt flying)
- Miscellaneous/other during maneuvering (low-alt flying)
- Unknown or undetermined during maneuvering (low-alt flying) defining event
- Autorotation Attempted remediation/recovery
- Collision during takeoff/land during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 4,115 hours in all; 3,950 in this make and model; 44 in the last 90 days; 23 in the last 30 days; 4,115 as pilot in command
- Last flight review: April 30, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Last flight review: April 15, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,913.8 hours
- Last inspection: continuous airworthiness programme, August 5, 2019
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce M250-C20J (turboshaft); 4,190 hours total
- Operator: Omaha Police Department
The flight
- Departed from: BTA Blair NE at 1:30 pm
- Destination: BTA Blair NE
- Flight plan: none
- Runway 31, 4,201 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 29.93 inHg
- Observation at 2:35 pm from KBTA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on December 16, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Federal Aviation Administration Record of Conversation | PDF, 1 page | View Download |
| 3 | Accident Photographs | PDF, 3 pages | View Download |
| 4 | Rolls-royce Engine Examination Report | PDF, 7 pages | View Download |
| 5 | N106PD ADS-B Google Earth File | map file | Download |
| 6 | NTSB Party Member Forms | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.