The U.S. aircraft register, updated daily
Accidents · NTSB LAX01LA172 · Final report

Bell 206B and Gulfstream Aerospace G-IV accident near San Diego, California, May 13, 2001

On May 13, 2001, 2 aircraft, Bell 206B (N2102Z) and Gulfstream Aerospace G-IV (N999GP), were involved in the same accident near San Diego, California (San Diego Intl-Lindbergh Fld airport). No one was hurt; 13 people were on board or involved. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

the failure of the ground personnel to maintain clearance between two aircraft on the ramp, while one airplane was taxiing and the other was standing with the engine running and rotor blades turning.
the failure of the ground personnel to maintain clearance between two aircraft on the ramp, while one airplane was taxiing and the other was standing with the engine running and rotor blades turning.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
May 13, 2001 · cases in 2001
Place
San Diego, California · San Diego Intl-Lindbergh Fld · cases near this airport · map
Type
Accident · collision on the ground
Injuries
No one was hurt; 13 people were on board or involved.
Weather
visual conditions (good weather)
Aircraft 1
Bell 206B · all 206Bs on the register
Registration
N2102Z · registry record · serial 3215
Damage
Substantial damage
Flight
Personal flight · general aviation rules (Part 91)
Aircraft 2
Gulfstream Aerospace G-IV · all G-IVs on the register
Registration
N999GP · not in the FAA's current or past register files · serial 1422
Damage
Minor damage
Flight
Personal flight · general aviation rules (Part 91)

The NTSB's narrative for the Bell 206B final · quoted from the NTSB record

The main rotor blade from a helicopter collided with the right wingtip of a twin-engine transport airplane while it was being marshaled into a ramp area for parking. The helicopter was parked with its rotor blades aligned with its longitudinal axis, and was being loaded with passengers while the airplane was being marshaled onto the ramp area. Four ramp personnel were utilized at the time of the accident; three for the airplane, and one for the helicopter. The ramp person assisting the helicopter stated he escorted the passengers to the helicopter and the pilot loaded the helicopter and closed the door. The other three ramp personnel were positioned around the airplane, one at the nose and one on each wing. As the airplane's cockpit passed abeam the helicopter, the captain noticed the main rotor blades start to rotate. The airplane's first officer was concerned with the distance between the airplane's right wing and the helicopter, but received a "thumbs up" signal from the right wing walker.

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 NTSB's narrative for the Gulfstream Aerospace G-IV final · quoted from the NTSB record

The main rotor blade from a helicopter collided with the right wingtip of a twin-engine transport airplane while it was being marshaled into a ramp area for parking. The helicopter was parked with its rotor blades aligned with its longitudinal axis, and was being loaded with passengers while the airplane was being marshaled onto the ramp area. Four ramp personnel were utilized at the time of the accident; three for the airplane, and one for the helicopter. The ramp person assisting the helicopter stated he escorted the passengers to the helicopter and the pilot loaded the helicopter and closed the door. The other three ramp personnel were positioned around the airplane, one at the nose and one on each wing. As the airplane's cockpit passed abeam the helicopter, the captain noticed the main rotor blades start to rotate. The airplane's first officer was concerned with the distance between the airplane's right wing and the helicopter, but received a "thumbs up" signal from the right wing walker.

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 for the Bell 206B from the NTSB's investigation tables, in plain English

Pilot

  • Certificate: commercial pilot, private
  • Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
  • Flight time: 3,046 hours in all; 924 in this make and model; 100 in the last 90 days; 17 in the last 30 days; 3,046 as pilot in command
  • Last flight review: April 10, 2000
  • Medical certificate: Class 2 (valid medical--no waivers/lim.)
  • Seat: rgt
  • Injury: no injuries

The aircraft

  • Airframe total time: 3,500 hours
  • Last inspection: 100-hour inspection, May 11, 2001; 1 hours since
  • Maximum gross weight: 3,250 lb
  • Seats: 5
  • Landing gear: fixed
  • Engine: Rolls-Royce 250-C20B (turboshaft); 0 hours total

The flight

  • Departed from: SAN San Diego CA
  • Destination: MYF San Diego CA
  • Flight plan: none

Weather at the time

  • Light: daylight
  • Wind: from 290° at 6 knots
  • Visibility: 10 statute miles
  • Sky: overcast at 1,900 ft; clear
  • Temperature: 63°F (17°C), dew point 57°F (14°C)
  • Altimeter: 29.96 inHg
  • Observation at 11:51 pm from SAN

Injuries

FatalSeriousMinorNone
Crew1
Passengers3

The factual record for the Gulfstream Aerospace G-IV from the NTSB's investigation tables, in plain English

Pilot

  • Certificate: airline transport pilot
  • Ratings: multi-engine land; instrument: airplane
  • Flight time: 10,000 hours in all; 2,300 in this make and model; 60 in the last 90 days; 15 in the last 30 days; 6,000 as pilot in command
  • Last flight review: November 16, 2000
  • Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
  • Seat: left
  • Injury: no injuries

Co-pilot

  • Certificate: airline transport pilot
  • Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
  • Flight time: 14,754 hours in all; 3,991 in this make and model; 53 in the last 90 days; 24 in the last 30 days; 9,912 as pilot in command
  • Last flight review: June 8, 2000
  • Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
  • Seat: rgt
  • Injury: no injuries

The aircraft

  • Airframe total time: 20 hours
  • Last inspection: continuous airworthiness programme; 20 hours since
  • Maximum gross weight: 74,600 lb
  • Seats: 16
  • Landing gear: retractable
  • Engine 1: Rolls-Royce TAY 611-8 (turbofan); 0 hours total
  • Engine 2: Rolls-Royce TAY 611-8 (turbofan); 0 hours total

The flight

  • Departed from: LAS Las Vegas NV at 11:15 pm
  • Destination: SAN San Diego CA
  • Flight plan: IFR
  • A second pilot was aboard

Injuries

FatalSeriousMinorNone
Crew3
Passengers6

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.

Connections how this case links to the rest of the register

Aircraft
Place
Analytics

The whole map of how records connect · these connections as data: /graph/accident/LAX01LA172.json.

The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.

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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.