Bell 206 accident near Ozark, Alabama, September 24, 2015
On September 24, 2015 at about 7:45 pm local time, a 1975 Bell 206 (helicopter), registered N49660, was substantially damaged in an accident during maneuvering (hover) near Ozark, Alabama. It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 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 clearance from terrain while hovering, which resulted in the helicopter's skid impacting terrain, subsequent abnormal airframe vibrations, and a hard landing during the subsequent hovering autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2015 · about 7:45 pm local time
- Place
- Ozark, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B, built 1975 · all 206s on the register
- Registration
- N49660 · registry record · serial 1825
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the commercial pilot, he was hovering the helicopter in a field to position it for departure on a personal flight. He reported that the helicopter "moved out of ground effect," lost lift, and then began to settle. The left skid subsequently contacted terrain, and the helicopter began to roll left. The pilot arrested the rolling motion with flight control inputs, and the helicopter climbed to about 10 to 15 ft above the ground. However, the ground contact had placed the helicopter in an unusual attitude and generated a "rocking motion." Although the pilot attempted to correct for the unusual attitude, the main rotor system contacted portions of the upper cowling and the transmission, and the transmission driveshaft contacted its mounting system, which induced abnormal vibrations throughout the airframe. Due to these vibrations and the possible rotor system damage, the pilot initiated a hovering autorotation. The helicopter subsequently landed hard, which resulted in substantial damage to the tailboom. A postaccident examination of the helicopter revealed substantial damage to the transmission drive system. The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.
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
What happened, in order
- Loss of control in flight during maneuvering (hover) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (hover)
- Attempted remediation/recovery during maneuvering (hover)
- Abrupt maneuver during maneuvering (hover)
- Off-field or emergency landing during maneuvering (hover)
- Autorotation Hard landing
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft propeller/rotor › Rotorcraft flight control › Main rotor control › Incorrect use/operation
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Environmental issues › Physical environment › Terrain › (general) › Awareness of condition
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,627.5 hours in all; 260.1 in this make and model; 58.9 in the last 90 days; 30.2 in the last 30 days; 1,200 as pilot in command
- Last flight review: April 26, 2015
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: rear
- Injury: no injuries
Passenger
- Seat: rear
- Injury: no injuries
Passenger
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,775.8 hours
- Last inspection: 100-hour inspection
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 3,391 hours total
The flight
- Departed from: 71J Ozark AL at 7:35 pm
- Destination: 71J Ozark AL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft
- Temperature: 79°F (26°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 7:48 pm from KHEY, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 4 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on March 7, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Accident Photographs | PDF, 3 pages | View Download |
| 3 | OH-58 A/c Spike Knock and Pylon Whirl Information | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.