Bell 206B accident near Elk Point, South Dakota, September 15, 2005
On September 15, 2005 at about 11:30 pm local time, a Bell 206B (helicopter), registered N2995W, was substantially damaged in an accident near Elk Point, South Dakota. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of directional control for undetermined reasons which led to the pilot not being able to maintain clearance from the embankment during the forced landing. The rising embankment was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 2005 · about 11:30 pm local time
- Place
- Elk Point, South Dakota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N2995W · registry record · serial 1192
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was damaged during a forced landing following an uncommanded right rotation after takeoff. The pilot stated that he departed from the shoreline of a river into a 2 to 3 mile per hour wind. He stated that when the helicopter was about 100 feet in altitude, 100 yards from the shore, and indicating over 50 miles per hour, a slight right turn was initiated. He stated that full left pedal input would not stop the right turn. The pilot elected to return to the shore. He stated that as he approached a flat area, he felt that he would not be able to reach the intended landing area and attempted to turn back toward the river. He said that the left rear skid contacted the sloping ground and the helicopter slid down the slope and came to rest on its left side. Examination of the helicopter subsequent to the accident failed to reveal any anomalies. Continuity of the tail rotor drive and control systems was confirmed. A maintenance record entry dated one day prior to the accident indicated that the tailboom had been replaced. Determination of proper rigging of the tail rotor could not be determined due to bending of the tail rotor control push-pull tubes from impact forces. The pilot reported unlimited visibility, a temperature of 70 degrees Fahrenheit, and south winds at 2 to 3 miles per hour.
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: single-engine land; rotorcraft: helicopter
- Flight time: 16,441 hours in all; 2,635 in this make and model; 150 in the last 90 days; 125 in the last 30 days
- Medical certificate: Class 2
- Injury: no injuries
The aircraft
- Maximum gross weight: 3,200 lb
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: Elk Point SD
- Destination: Elk Point SD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 3 knots
- Visibility: 10 statute miles
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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 N2995W 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.