Bell 206B accident near Putnam, Texas, January 9, 2003
On January 9, 2003 at about 3:43 pm local time, a Bell 206B (helicopter), registered N115TV, was substantially damaged in an accident near Putnam, Texas. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to properly interpret and confirm a faulty tachometer instrument indication and his improper flare during the ensuing precautionary autorotation, which resulted in a hard landing. Also causal was the failure of the tachometer.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 9, 2003 · about 3:43 pm local time
- Place
- Putnam, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N115TV · no longer on the register · serial 3568
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine helicopter impacted the ground hard during a precautionary autorotational landing following an engine overspeed indication. According to the pilot, he observed the rotor rpm increase and attempted to decrease the rpm to no avail. He then reduced the throttle and entered an autorotation. The pilot did not remember hearing an engine or rotor rpm increase. Post-accident examination of the wreckage revealed the dual tachometer indicator had a faulty turbine rpm indication and depicted an overspeed situation when functionally tested. The rotor tach generator and indication tested satisfactorily. Review of the helicopter's maintenance records revealed the dual tachometer indicator was overhauled 39 days prior to the accident, and was installed on the accident helicopter 37 days prior to the accident. No other anomalies were noted with the engine or helicopter. Examination of the engine control unit's nonvolatile information revealed there was no rpm exceedence, and in fact there was an underspeed situation recorded, which was attributed to a high engine rpm indication. The pilot more than likely noted an exceedence in engine rpm on the dual tachometer and interpreted it as a rotor rpm exceedence. He then failed to confirm the indication and autorotated with an operating engine and rotor system.
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: rotorcraft: helicopter
- Flight time: 2,000 hours in all; 630 in this make and model; 240 in the last 90 days
- Last flight review: January 8, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,908.3 hours
- Last inspection: 100-hour inspection, December 13, 2002
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: MAF Midland TX at 2:08 pm
- Destination: GPM Grand Prairie TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 27 knots, gusting 36
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 29.84 inHg
- Observation at 3:52 pm from ABI, 21 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.