Bell 206B accident near Deville, Louisiana, June 19, 2000
On June 19, 2000 at about 2:45 pm local time, a Bell 206B (helicopter), registered N2277T, was substantially damaged in an accident near Deville, Louisiana. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain clearance with the external load that was setting on the ground while hovering. A contributing factor was the pilot's diverted attention.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2000 · about 2:45 pm local time
- Place
- Deville, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N2277T · registry record · serial 3631
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was equipped with a carousel that had 4 electric release hooks under a 100-foot long line. Four cache bags of equipment were hooked to the carousel. The pilot proceeded to the first location, released one bag and moved to another location for the next drop. He released the next hook but noticed that as he lifted the remaining load, the bag had not released. He reset the hook sequencer and attempted a release with more weight on the hook(s); however, no bag released. He lowered the 100-foot long line onto the ground so he could 'examine the carousel for an electrical disconnection or perhaps [a] bag strap hang up.' While at a low hover, with the helicopter facing into the wind, the pilot moved the helicopter laterally from left to right toward the carousel. The pilot was concerned with maintaining tail rotor clearance with the rotor wash blown cotton crop. Therefore, he was looking back out the open door when the helicopter's right skid contacted one or more of the cache bags, which were extending above the cotton plants. Subsequently, the helicopter rolled over onto its right side.
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: 9,800 hours in all; 4,300 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 10,335 hours
- Last inspection: 100-hour inspection, April 10, 2000; 31 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: NONE at 2:40 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 225° at 5 knots
- Visibility: 6 statute miles
- Sky: scat at 3,000 ft
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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 N2277T 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.