Bell 206B III accident near Falfurrias, Texas, March 3, 1992
On March 3, 1992 at about 4:35 am local time, a Bell 206B III (helicopter), registered N3201R, was substantially damaged in an accident near Falfurrias, Texas. It was a public-use flight under general aviation rules (Part 91). No one was hurt; 2 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 DIRECTIONAL CONTROL DUE TO HIS ABILITY TO MAINTAIN AN ADEQUATE VISUAL LOOKOUT BEING RESTRICTED. FACTORS WERE THE OBSERVER'S DELAY IN INFORMING THE PILOT OF THE REARWARD DRIFT AND THE DARK NIGHT CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 3, 1992 · about 4:35 am local time
- Place
- Falfurrias, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B III · all 206B IIIs on the register
- Registration
- N3201R · registry record · serial 3925
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT WAS CONDUCTING A COVERT DRUG INTERDICTION MISSION AT A REMOTE LANDING SITE. THE PILOT LIFTED OFF TO A HOVER AND WAS GOING TO TAKE OFF IN A BLACKED OUT CONFIGURATION SO AS TO NOT ALERT THE SMUGGLERS OF THE AIRCRAFT'S PRESENCE. AS THE PILOT PREPARED TO INITIATE THE FORWARD FLIGHT PORTION OF THE TAKEOFF, THE AIRCRAFT DRIFTED TO THE REAR AND COLLIDED WITH AN UNOCCUPIED MOBILE HOME. THE LEFT STABILIZER AND THE LEFT SIDE OF THE AIRCRAFT CAME INTO CONTACT WITH THE TRAILER AND THE AIRCRAFT ROLLED OVER ONTO THE ROOF. THE WEATHER CONDITIONS WERE OVERCAST WITH GUSTY WINDS AND DARK NIGHT WITH NO AMBIENT LIGHT. THE OBSERVER STATED THAT HE PERCEIVED THE AIRCRAFT DRIFTING BACKWARDS BUT DID NOT WARN THE PILOT EARLY ENOUGH FOR CORRECTIVE ACTION. THE OPERATOR DID NOT HAVE FORMAL TRAINING PROCEDURES DEVELOPED FOR THE BLACKED OUT OPERATION OR FOR THE ORIENTATION OF OBSERVERS IN SURVEILLANCE OR AIRCRAFT OPERATIONS.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,236 hours in all; 2,998 in this make and model; 70 in the last 90 days; 17 in the last 30 days; 3,824 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,150 hours
- Last inspection: 100-hour inspection, January 22, 1992; 50 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250C-20J (turboshaft); 0 hours total
- Operator: Texas Dept. Of Public Safety
The flight
- Destination: NONE Corpus Christi TX
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 160° at 14 knots, gusting 20
- Visibility: 7 statute miles
- Sky: broken clouds at 700 ft; clear
- Temperature: 68°F (20°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.