Bell 206B3 accident near Brazos 542, March 20, 2000
On March 20, 2000 at about 9:24 pm local time, a Bell 206B3 (helicopter), registered N5002E, was destroyed in an accident near Brazos 542. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's right turn maneuver during low speed resulting in a loss of tail rotor effectiveness and subsequent loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 20, 2000 · about 9:24 pm local time
- Place
- Brazos 542
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B3 · all 206B3s on the register
- Registration
- N5002E · no longer on the register · serial 2428
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot was maneuvering the helicopter to land on an offshore platform. He initially approached the platform from the north, heading into the wind, which was from the south-southeast at 20-25 knots. The pilot began a right turn to circle clockwise around the platform at 300 to 400 feet agl and 70 to 80 mph indicated airspeed. Approximately 3/4 of the way around the platform, the helicopter 'began to spin' to the right. The pilot applied left pedal in an attempt to stop the spin, however, there was 'no tail rotor response.' The pilot 'made an effort to try to come out of [the spin] by lowering the collective and dropping the nose of the aircraft.' Control inputs had no effect on stopping the spin, and the helicopter descended and impacted the water. There were no reported anomalies to the tail rotor system prior to the accident. In February 1995, the FAA issued an Advisory Circular (AC 90-95) concerning unanticipated right yaw in helicopters, or loss of tail rotor effectiveness (LTE). The AC advises pilots LTE may occur in right turns at low airspeeds, and that correct, timely response is critical to prevent a loss of control.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,643 hours in all; 1,295 in this make and model; 108 in the last 90 days; 42 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 17,591 hours
- Last inspection: 100-hour inspection; 30 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Horizon Helicopters, INC.
The flight
- Departed from: NONE Brazos 341 GM at 9:00 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 160° at 30 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N5002E 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.