Bell 206B3 accident near Hurst, Texas, December 18, 2000
On December 18, 2000 at about 7:15 pm local time, a Bell 206B3 (helicopter), registered N8240G, was substantially damaged in an accident near Hurst, Texas (Bell Helicopter Tng Strip airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the flight instructor's failure to maintain directional control during the practice hydraulic off run-on landing. Contributing factors were the gusty wind conditions, and the non-breakaway runway edge light.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 2000 · about 7:15 pm local time
- Place
- Hurst, Texas · Bell Helicopter Tng Strip · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B3 · all 206B3s on the register
- Registration
- N8240G · no longer on the register · serial 4500
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After the airline transport pilot (ATP) receiving instruction completed a practice hydraulic off run-on landing to runway 35, the flight instructor brought the helicopter to a 10-foot hover with the hydraulics off. He started a hydraulic off approach to the runway and transferred the controls to the ATP to complete the maneuver. The ATP landed the helicopter on the center of the runway, and as the helicopter was sliding forward, it began to drift to the right. The flight instructor took charge of the controls and with left cyclic applied, increased collective to miss a runway edge light, but was unable to get the helicopter airborne in time to miss the light. The helicopter's right skid slid up against the runway edge light (non-breakaway), which stood about 10-12 inches above the ground. As the right skid slid along the light, the helicopter rolled over onto its right side. The ATP stated that the aircraft didn't begin to drift until during the transfer of controls. The tower controller reported that the wind at the time of the accident was from 320 degrees at 18 knots gusting to 26-32 knots.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,700 hours in all; 4,300 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 948 hours
- Last inspection: 100-hour inspection, December 6, 2000; 15 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20J (turboshaft); 0 hours total
The flight
- Departed from: 2F2 at 6:35 pm
- Runway 35, 2,000 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 18 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 122°F (50°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 7:10 pm from 2F2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.