Bell 206B-III accident near Reserve, New Mexico, December 18, 1997
On December 18, 1997 at about 11:25 pm local time, a Bell 206B-III (helicopter), registered N124DA, was substantially damaged in an accident near Reserve, New Mexico. It was an aerial observation flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent loss of tail rotor effectiveness. A factor was the high density altitude weather condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 1997 · about 11:25 pm local time
- Place
- Reserve, New Mexico · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B-III · all 206B-IIIs on the register
- Registration
- N124DA · no longer on the register · serial 2052
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was under contract by the New Mexico Game and Fish Department for the purpose of elk herd evaluation. The right front seat passenger said that they were flying northbound, approximately 180 to 200 feet above the ground, in an attempt to split a heard of elk, for counting purposes. He said that the helicopter was traveling at less than 10 knots, the pilot initiated a turn, and within 3 to 5 seconds, they rotated to the ground. The pilot stated that he thought they were traveling north at approximately 100 feet agl and approximately 30 knots when he initiated the right turn. He further stated that 'once the turn got started, I couldn't stop it, even with full left pedal.' The pilot reported that he believed the wind was from the west at approximately 5 to 10 knots (the density altitude was calculated to be 9,043 feet). He said that when the accident happened, 'I heard nothing unusual nor felt anything.' According to FAA AC 90-95, unanticipated right yaw can be brought about by low airspeeds, high power regimes, left crosswinds or tailwinds, and right turning maneuvers.
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; rotorcraft: helicopter
- Flight time: 11,810 hours in all; 3,500 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 10,864 as pilot in command; 550 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,200 hours
- Last inspection: 100-hour inspection, November 5, 1997; 51 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
- Operator: Aero West
The flight
- Departed from: NONE at 9:25 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 25 statute miles
- Sky: overcast at 20,000 ft; scat at 16,000 ft
- Temperature: 50°F (10°C), dew point 16°F (-9°C)
- Altimeter: 29.00 inHg
- Observation at 10:48 pm from GUP, 140 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.