Bell 206L-1 accident near Los Angeles, California, August 29, 2000
On August 29, 2000 at about 10:35 pm local time, a Bell 206L-1 (helicopter), registered N5758H, was substantially damaged in an accident near Los Angeles, California (Lasd Helipad (Pvt) airport). It was a public-use flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The probable loss of the main rotor tip weight on the red blade for undetermined reasons resulting in main rotor vibration and oscillation. Sideward movement during the ensuing emergency landing resulted in a dynamic rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 2000 · about 10:35 pm local time
- Place
- Los Angeles, California · Lasd Helipad (Pvt)
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N5758H · no longer on the register · serial 45570
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff from a heliport atop a 10-story parking structure, the pilot heard a 'loud pop or snapping sound' as the helicopter transitioned to forward flight and then sensed a main rotor imbalance and vibration. The pilot returned to the heliport and landed on the skids, however, the helicopter subsequently rolled over and came to rest on its left side. Subsequent examination of the helicopter showed the skid cross tubes were displaced approximately 2 inches to the right in their fuselage attachment bushings and the main rotor transmission was inclined approximately 20 degrees to the right and 10 degrees forward. Examination and testing of the hydraulic pump, three flight control servos and two hydraulic filters revealed no anomalies. The tip of one main rotor blade and part of one pitch change link were not located after the accident. The mating end of the pitch change link exhibited bending along its length and crippling at the separation point consistent with overload failure.
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; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 29,500 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,317 hours
- Last inspection: 100-hour inspection, April 6, 2000; 72 hours since
- Maximum gross weight: 4,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Destination: LGB Long Beach CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 9 statute miles
- Sky: overcast at 1,300 ft; not recorded
- Temperature: 151°F (66°C), dew point 145°F (63°C)
- Altimeter: 29.00 inHg
- Observation at 10:47 pm from CQT, 4 miles away
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.