Bell 412SP accident near Grand Junction, Colorado, February 28, 2001
On February 28, 2001 at about 5:24 pm local time, a Bell 412SP (helicopter), registered N412SM, was destroyed in an accident near Grand Junction, Colorado (St. Mary'S Helipad airport). It was a flight test under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain rotor speed during an intentional autorotation, which resulted in a loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 2001 · about 5:24 pm local time
- Place
- Grand Junction, Colorado · St. Mary'S Helipad · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 412SP · all 412SPs on the register
- Registration
- N412SM · no longer on the register · serial 33197
- Damage
- Destroyed
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a test flight, following maintenance on the helicopter, which required a functional flight check for vibration and autorotation, the helicopter was observed by witnesses to enter a rapid descent. During this maneuver, the rotor system was observed to slow down and the rotor blades to "fold" over the top of the helicopter. Pieces, which were later identified as fragments from the transmission cowling, were observed exiting the helicopter when the rotor system slowed down. The helicopter descended into the ground in a right hand turning maneuver. Examination of the wreckage revealed no evidence of either a structural or system failure or malfunction. According to the helicopter's manufacturer, as the main rotor system slows while under aerodynamic load, the main gear box can "walk" (horizontal orbital movement) on its mounting structure, which can result in contact between the transmission cowling and the main rotor control rod ends. Examination of the engines revealed evidence that engine power was applied when the rotor system was at low rotational speed. No evidence of preimpact engine failure or malfunction was found. According to available information, the pilot had received no training from the operator regarding the conduct of a maintenance test flight, not does the FAA require such training.
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: helicopter
- Flight time: 3,726 hours in all; 1,859 in this make and model; 24 in the last 90 days; 8 in the last 30 days; 2,531 as pilot in command
- Last flight review: February 11, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,481 hours
- Last inspection: approved inspection programme, February 10, 2001; 20 hours since
- Maximum gross weight: 11,900 lb
- Seats: 9
- Landing gear: fixed
- Engine: P&W Canada PT6T-3B (turboshaft); 0 hours total
- Fire on the ground
- Operator: Petroleum Helicopters, INC.
The flight
- Departed from: 29CO Grand Junction CO at 5:00 pm
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,500 ft
- Temperature: 43°F (6°C), dew point 27°F (-3°C)
- Altimeter: 29.87 inHg
- Observation at 5:56 pm from GJT, 11 miles away
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.
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.