Bell 206-L1 accident near Jasper, Texas, October 2, 2000
On October 2, 2000 at about 2:00 pm local time, a Bell 206-L1 (helicopter), registered N321CA, was substantially damaged in an accident near Jasper, Texas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent VFR flight into instrument meteorological conditions, which resulted in his failure to maintain control of the helicopter. Factors were the fog and the pilot's lack of instrument flight experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2000 · about 2:00 pm local time
- Place
- Jasper, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell 206-L1 · all 206-L1s on the register
- Registration
- N321CA · registry record · serial 45214
- 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 pilot stated that he waited for the fog to lift, departed, and sprayed a field. The pilot then landed the helicopter to refuel prior to spraying another field located approximately 17 miles away. The pilot departed and was flying to the other field when he encountered IMC at a low altitude. The pilot initiated a turn to the left to exit IMC and attempted to cage his attitude indicator. During this time, the helicopter impacted a tree with its spray boom and the pilot then ascended into the fog. The pilot reported that the helicopter was difficult to control and he was having problems seeing the ground. The pilot reported to the ground crew that he was losing control of the helicopter and subsequently it impacted the trees. Witnesses, located approximately 50 yards from the accident site, stated that it was 'very foggy' at the time of the accident. The pilot had accumulated 10 hours of simulated instrument flying and no actual instrument flying experience. At the time of the accident, a weather observation facility located near the accident site reported the sky as overcast at 100 feet agl, with 1.25 statute miles visibility.
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: 22,911 hours in all; 2,661 in this make and model; 251 in the last 90 days; 78 in the last 30 days; 22,210 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,427 hours
- Last inspection: 100-hour inspection, September 22, 2000; 30 hours since
- Maximum gross weight: 4,150 lb
- Seats: 0
- Landing gear: fixed
- Engine: Allison 250-C28B (turboshaft); 0 hours total
The flight
- Departed from: NONE at 1:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 130° at 5 knots
- Visibility: 1.2 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 68°F (20°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 pm from OCH, 45 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.