Bell 206L-3 accident near Kingsland, Texas, March 6, 2003
On March 6, 2003 at about 10:15 pm local time, a Bell 206L-3 (helicopter), registered N793CA, was substantially damaged in an accident near Kingsland, Texas. 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 loss of tail rotor drive as a result of a blanket coming in contract with the tailrotor blades, after the aft cargo door was left unsecured. Contributing factors were the lack of suitable terrain for the forced landing, and the failure of the medical crewmember to properly secure the aft cargo door.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2003 · about 10:15 pm local time
- Place
- Kingsland, Texas · 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
- N793CA · registry record · serial 51476
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot started the engine of the helicopter prior to the two medical crewmembers boarding. One medical crewmember opened the aft cargo door, removed medical equipment, and then closed the door. He then checked the auxiliary power unit (APU) door and boarded the helicopter. During this time the second medical crewmember had boarded the helicopter. The pilot reported that the takeoff was normal. Ten minutes after takeoff, the helicopter was in cruise flight at 700 feet agl (8 miles from the destination) when a loud bang was heard. The helicopter yawed right and the nose dipped. The pilot lowered the collective and moved the throttle to flight idle. Subsequently, the helicopter landed hard on soft terrain, amongst pecan trees, and came to rest upright. Examination of the accident site and helicopter revealed that a medical blanket had exited from the aft cargo compartment and contacted the tailrotor blades severing the tailrotor drive shaft. Examination of the aft cargo door revealed that its locking mechanism was not damaged, and operated normally.
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
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 20,000 hours in all; 8,000 in this make and model; 35 in the last 90 days; 12 in the last 30 days; 19,450 as pilot in command
- Last flight review: January 20, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,266.2 hours
- Last inspection: approved inspection programme, February 28, 2003; 2.1 hours since
- Maximum gross weight: 4,150 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: NONE Marble Falls TX at 10:04 pm
- Destination: NONE Llano TX
Weather at the time
- Light: daylight
- Wind: from 180° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 29.88 inHg
- Observation at 1:53 pm from BMQ, 15 miles away
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.
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.