Bell 206B accident near Walnut Hill, Texas, April 11, 2002
On April 11, 2002 at about 1:00 pm local time, a Bell 206B (helicopter), registered N513FD, was substantially damaged in an accident near Walnut Hill, Texas. It was an aerial observation flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power as a result of the backing off of the PC air line "B" nut due to the improper installation by the company maintenance personnel. Contributing factors were the inadequate preflight by the pilot and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2002 · about 1:00 pm local time
- Place
- Walnut Hill, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N513FD · no longer on the register · serial 891
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, approximately 400 feet agl, the helicopter experienced a "sudden" loss of power. The pilot initiated an autorotation to a residential street. During the forced landing, the main rotor blades struck trees that over hung the street. Subsequently, the helicopter touched down "hard" and slid to a stop. An examination of the helicopter revealed the B-nut on the PC pneumatic line from the power turbine governor tee fitting to the fuel control, at the fuel control end, was backed off from the fitting. When viewed initially, the B-nut appeared to be connected, but when moved by hand, it dislodged from the fuel control connection. Further examination revealed the whole engine was void of the required torque striping on all B-nuts. Examination of the maintenance records revealed the helicopter accumulated 42.6 hours since the last 100-hour maintenance inspection that was performed on March 29, 2002.
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: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,000 hours in all; 4,000 in this make and model; 300 in the last 90 days; 100 in the last 30 days; 7,000 as pilot in command; 2,000 on instruments
- Last flight review: April 24, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,056.7 hours
- Last inspection: 100-hour inspection, March 29, 2002; 42.6 hours since
- Maximum gross weight: 3,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: DAL Dallas TX at 5:50 am
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.