Bell 206-L4 accident near Hurst, Texas, September 30, 1993
On September 30, 1993 at about 7:50 pm local time, a Bell 206-L4 (helicopter), registered N2064J, was substantially damaged in an accident near Hurst, Texas (Bell Hurst airport). It was an instructional 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 EXCESSIVE FLARE AND THE CONTROL INTERFERENCE BY THE PILOT UNDERGOING INSTRUCTION AND INADEQUATE SUPERVISION BY THE CFI. FACTORS WERE THE PILOT'S FAILURE TO UNDERSTAND THE INSTRUCTOR'S DIRECTIONS DUE TO HIS LIMITED KNOWLEDGE OF THE ENGLISH LANGUAGE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 1993 · about 7:50 pm local time
- Place
- Hurst, Texas · Bell Hurst · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L4 · all 206-L4s on the register
- Registration
- N2064J · registry record · serial 52028
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A PILOT RECEIVING INSTRUCTION FLARED EXCESSIVELY DURING AN AUTOROTATIVE LANDING FOLLOWING A SIMULATED ENGINE FAILURE DURING TAKEOFF. THE INSTRUCTOR PILOT ANNOUNCED THAT HE WAS TAKING THE CONTROLS TO LEVEL THE AIRCRAFT PRIOR TO TOUCHDOWN. THERE WERE LANGUAGE DIFFICULTIES BETWEEN THE JAPANESE PILOT RECEIVING INSTRUCTION AND THE INSTRUCTOR. THE PILOT RECEIVING INSTRUCTION FAILED TO RELINQUISH THE CONTROLS AND TRIED TO KEEP THE AIRCRAFT AIRBORNE WHILE THE INSTRUCTOR WAS TRYING TO LAND. THE LOW ROTOR RPM DURING TOUCHDOWN RESULTED IN DAMAGE TO THE TAILBOOM.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 13,081 hours in all; 1,400 in this make and model; 30 in the last 90 days; 24 in the last 30 days; 9,890 as pilot in command; 4,138 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Runway 18, 2,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 20 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N2064J 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.