Bell 206-L4 accident near Hurst, Texas, September 23, 1997
On September 23, 1997 at about 3:10 pm local time, a Bell 206-L4 (helicopter), registered N9264G, was substantially damaged in an accident near Hurst, Texas (Bht2 Training Strip 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 improper touchdown by the commercial pilot receiving instruction. A factor was the flight instructor's inadequate supervision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 1997 · about 3:10 pm local time
- Place
- Hurst, Texas · Bht2 Training Strip · 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
- N9264G · no longer on the register · serial 52081
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While the commercial pilot was terminating a practice straight-in autorotation, he initiated a flare and applied initial collective pitch to slow the helicopter's rate-of-closure. The aircraft touched down 'firm' with a 'slight nose high attitude,' and then a strong short shudder was felt as the aircraft slid to a stop within one helicopter length. The main rotor RPM was between 65 to 70 percent. The flight instructor examined the tailboom for damage before continuing with the the training flight. After completion of the planned maneuvers, the helicopter was flown to the Bell Helicopter Plant 8 Heliport and shut down. During a postflight inspection, wrinkles were found on the sides of the tail boom. The winds were reported from 180 degrees at 10 knots, and the density altitude was calculated at 2,401 feet.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,000 hours in all; 3,500 in this make and model; 100 in the last 90 days; 32 in the last 30 days; 9,000 as pilot in command; 4,000 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,187 hours
- Last inspection: annual inspection, August 7, 1997; 53 hours since
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30 (turboshaft); 0 hours total
- Operator: Bell Helicopter Textron, INC.
The flight
- Departed from: 2F2 at 2:30 pm
- Runway 18
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°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.
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.