Bell 206B accident near Baxter, Minnesota, June 20, 2003
On June 20, 2003 at about 7:18 pm local time, a Bell 206B (helicopter), registered N79BH, was substantially damaged in an accident near Baxter, Minnesota. It was a business flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the helicopter due to a loss of tail rotor effectiveness. Factors contributing to this accident were the helicopter's low airspeed, low altitude, the crosswind, and the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 2003 · about 7:18 pm local time
- Place
- Baxter, Minnesota · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N79BH · no longer on the register · serial 2788
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter impacted trees during an autorotation following a loss of tail rotor authority. The pilot reported he was in a westbound hover about 300 feet above ground level, with a crosswind. The pilot noted the helicopter began to yaw slowly to the right and that his attempts to correct the yaw were unsuccessful. The pilot stated the yaw accelerated and the tail rotor lost effectiveness. The pilot reported he entered an autorotation after the helicopter had completed three or four rotations. The pilot noted the helicopter contacted trees and came to a stop in an upright position. An on-scene inspection of the helicopter confirmed engine and flight control continuity. A weather reporting station 3 miles to the southwest of the accident site reported the winds from 170 degrees at 14 knots, gusting to 21 knots. FAA Advisory Circular 90-95 states, "Loss of tail rotor effectiveness is a critical, low-speed aerodynamic flight characteristic which can result in a an uncommanded rapid yaw rate which does not subside of its own accord and, if not corrected, can result in the loss of aircraft control." The AC further states, "Any maneuver which requires the pilot to operate in a high-power, low-airspeed environment with a left crosswind or tailwind creates an environment where unanticipated right yaw may occur."
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: balloon; rotorcraft: helicopter
- Flight time: 1,281 hours in all; 373 in this make and model; 21 in the last 90 days; 21 in the last 30 days; 1,206 as pilot in command
- Last flight review: March 28, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 9,214.8 hours
- Last inspection: approved inspection programme, April 5, 2003; 77.2 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: BRD Brainerd MN at 7:16 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 46°F (8°C)
- Altimeter: 30.04 inHg
- Observation at 7:53 pm from BRD, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.