Bell 206 accident near Gonzales, Louisiana, October 6, 2021
On October 6, 2021 at about 7:30 pm local time, a 1979 Bell 206 (helicopter), registered N373SP, was substantially damaged in an accident during approach (VFR pattern final) near Gonzales, Louisiana (Louisiana Rgnl airport). It was a public-use flight 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
The student pilot’s failure to compensate for an unanticipated right yaw, which resulted in a loss of tail rotor effectiveness and helicopter control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 2021 · about 7:30 pm local time
- Place
- Gonzales, Louisiana · Louisiana Rgnl · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B3, built 1979 · all 206s on the register
- Registration
- N373SP · no longer on the register · serial 2885
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The student pilot entered the traffic pattern for landing at the end of a short cross-country flight in the helicopter. During the downwind leg, he completed the before landing checks and observed no abnormalities with the helicopter. According to the student pilot, he was on final approach at 40 knots and 175 ft above ground level when the helicopter started to yaw to the right. The student pilot applied left pedal, but the helicopter continued to yaw to the right. The student pilot observed the trim indicator and confirmed that the helicopter was in trim. Shortly thereafter, the helicopter “aggressively” yawed to the right. The student pilot applied forward cyclic input, and the helicopter rolled to the left while it continued to rotate rapidly to the right. The student pilot attempted to regain control using cyclic input; however, he was unable due to the high rotation rate. The student pilot decreased the throttle to idle; the helicopter began to settle; and he applied collective input to cushion the landing. The helicopter landed hard about 200 ft short of the approach end of the runway. The helicopter sustained substantial damage to the main rotor system, the fuselage, the tail boom, and the tail rotor system. A postaccident examination of the airframe and the engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation of the helicopter. A review of meteorological data at the accident airport showed the wind speed was about 5 knots or less with the direction shifting from a right crosswind to a left crosswind on the landing runway around the time of the accident. It is likely that while on final approach with a low airspeed, the helicopter lost translational lift, which resulted in increased power demand and additional anti-torque requirements. The helicopter began a right yaw and the student pilot allowed a yaw rate to build, at which point he was unable to successfully arrest the yaw rate, and a loss of tail rotor effectiveness and helicopter control occurred.
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
- Loss of tail rotor effectiveness during approach (VFR pattern final) defining event
- Attempted remediation/recovery during approach (VFR pattern final)
- Loss of control in flight during approach (VFR pattern final)
- Off-field or emergency landing during approach (VFR pattern final)
- Collision during takeoff/land during approach (VFR pattern final)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Yaw control › Attain/maintain not possible
- Aircraft › Aircraft propeller/rotor › Rotorcraft flight control › Tail rotor control system › Capability exceeded
Pilot
- Certificate: commercial pilot, student
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 319 hours in all; 42 in this make and model; 39 in the last 90 days; 15 in the last 30 days; 237 as pilot in command
- Last flight review: November 12, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 10,457.6 hours
- Last inspection: annual inspection, December 10, 2020
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce Corporation 250C20B (turboshaft); 10,463 hours total
- Operator: Louisiana Department Of Public Safety
The flight
- Departed from: BTR Baton Rouge LA at 7:00 pm
- Flight plan: none
- Runway 17/3, 5,003 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,300 ft
- Temperature: 86°F (30°C), dew point 64°F (18°C)
- Altimeter: 29.97 inHg
- Observation at 2:15 pm from KREG, 1 miles away
Weather report (METAR): KREG 061915Z AUTO 03004KT 10SM BKN043 BKN049 30/18 A2997 RMK AO2 T03010183
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on May 3, 2023. 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, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 6 pages | View Download |
| 3 | Additional Documents | PDF, 11 pages | View Download |
| 4 | NTSB Party Member Form - Rolls-royce | PDF, 1 page | 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.