Bell 206L1 accident near Albany, Kentucky, November 8, 2002
On November 8, 2002 at about 6:45 pm local time, a Bell 206L1 (helicopter), registered N108AE, was substantially damaged in an accident near Albany, Kentucky. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate in-flight planning, which resulted in an angle of approach in relative wind conditions conducive to a loss of helicopter tail rotor effectiveness. A factor was the obstacles surrounding the landing field.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 8, 2002 · about 6:45 pm local time
- Place
- Albany, Kentucky · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L1 · all 206L1s on the register
- Registration
- N108AE · registry record · serial 45730
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew the helicopter at a steep approach angle to clear obstacles. At 30 to 35 feet above the ground, in a slow forward hover, the helicopter crossed over the approach end of the landing zone. It then started an uncommanded turn to the right that the pilot could not arrest with left pedal input. The pilot attempted to go around, but the helicopter kept rotating to the right, and the pilot's ability to reduce power was limited due to obstacles. The pilot also attempted to "weather vane" the helicopter; however, it would not align with the wind, and the rate of rotation increased. With the helicopter continuing to spin to the right, the pilot maneuvered it over the landing zone, closed the throttle, arrested the spin, and completed an autorotation. A tail strike occurred during the landing flare. According to the pilot's diagram of the accident scene, winds were about 50 degrees left of helicopter centerline during the approach. Winds reported at area airports were approximately 90-100 degrees left of helicopter centerline during the approach, at 11 to 15 knots, gusting to 18 knots. Unanticipated yaw can occur in the direction of main rotor torque reaction. Contributors to unanticipated yaw include: relative wind blowing towards the tail rotor thrust outflow, the main rotor tip vortex being directed into the tail rotor, and additional torque demand produced by power increases when airspeed drops below translational lift. The most effective way to avoid unanticipated yaw is to avoid the relative wind contributors.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,450 hours in all; 270 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 12,114 hours
- Last inspection: approved inspection programme, November 3, 2002; 3 hours since
- Maximum gross weight: 4,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce 250-C28 (turboshaft); 0 hours total
The flight
- Departed from: Albany KY at 6:25 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 43°F (6°C)
- Altimeter: 30.11 inHg
- Observation at 6:53 pm from CSV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.