Bell 206B accident near Isom, Kentucky, December 10, 2010
On December 10, 2010 at about 4:55 pm local time, a Bell 206B (helicopter), registered N263CH, was substantially damaged in an accident during maneuvering (low-alt flying) near Isom, Kentucky. It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from a known wire hazard during an aerial observation flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 2010 · about 4:55 pm local time
- Place
- Isom, Kentucky · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N263CH · registry record · serial 2778
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During a local aerial power line observation flight, the helicopter impacted the static wire for the power line. The pilot reported that he never lost control of the helicopter, but landed as soon as he could in a parking lot, which was about 1/4 mile from the wire strike. He further stated that prior to the wire strike; there were no mechanical anomalies with the helicopter. A Federal Aviation Administration inspector that responded to the accident site reported that a 12 inch piece of the 7-strand wire remained in the wire cutter located below the main rotor mast.
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
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,000 hours in all; 3,500 in this make and model; 100 in the last 90 days; 60 in the last 30 days; 18,800 as pilot in command; 5 on instruments
- Last flight review: November 2, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,348 hours
- Last inspection: annual inspection, October 13, 2010; 23 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20B (turboshaft); 0 hours total
- Operator: Albatross Air, Inc.
The flight
- Departed from: Whitesburg KY at 3:35 pm
- Destination: Whitesburg KY
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 3,500 ft
- Temperature: 45°F (7°C), dew point 19°F (-7°C)
- Altimeter: 30.13 inHg
- Observation at 4:53 pm from JKL, 31 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.