Bell 206L-3 accident near Dover, Arkansas, June 9, 2002
On June 9, 2002 at about 5:27 am local time, a Bell 206L-3 (helicopter), registered N103AE, was substantially damaged in an accident near Dover, Arkansas. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance with trees during the approach. A contributing factor was dark night light conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2002 · about 5:27 am local time
- Place
- Dover, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N103AE · registry record · serial 45597
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter over flew the landing zone, and the pilot initiated an approach from the south. The pilot determined the helicopter was too high for the approach and initiated a go-around. On the second approach, while using the landing light, the pilot was leaning forward and scanning the area ahead when he "felt the aircraft shudder," and then realized the helicopter was in a high sink rate. The pilot applied power to arrest the descent. The helicopter had "just turned 90 degrees when it stabilized; however, not before striking a tree or trees." The pilot applied additional power to climb above the tree line. "Control response was normal except for excessive vibration in the foot pedals, resonating through the fuselage." Due to rough terrain, low illumination, and obstacles, the pilot elected to fly the helicopter to an airport south of the landing zone. The helicopter landed at the airport without further incident. Examination of the helicopter revealed that the tail rotor gearbox was partially separated from its mount, and both tail rotor blades were damaged.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,055 hours in all; 683 in this make and model; 18 in the last 90 days; 18 in the last 30 days
- Last flight review: May 15, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Other crew
- Seat: rear
- Injury: no injuries
Other crew
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 31,937.5 hours
- Last inspection: approved inspection programme, June 4, 2002; 10.7 hours since
- Maximum gross weight: 4,150 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
- Operator: Air Evac Ems, Inc.
The flight
- Departed from: 7M6 Paris AR at 4:58 am
- Destination: Dover AR
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: a few clouds at 1,100 ft
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 30.01 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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 N103AE 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.