Bell 206-L4 accident near Mesa, Arizona, August 28, 2001
On August 28, 2001 at about 5:30 pm local time, a Bell 206-L4 (helicopter), registered N995PM, was substantially damaged in an accident near Mesa, Arizona (Falcon Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper autorotation in that he failed to attain the proper descent rate resulting in a hard landing and subsequent airframe damage. A factor was the high temperature.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 28, 2001 · about 5:30 pm local time
- Place
- Mesa, Arizona · Falcon Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L4 · all 206-L4s on the register
- Registration
- N995PM · registry record · serial 52251
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a practice autorotation, the helicopter landed hard bending the tail boom. An examination of the helicopter indicated the damage resulted from the hard landing. The tail boom had ripped out at the aft bulkhead, and the landing skids were bent upward at the aft end. The nose of the helicopter was also damaged when the helicopter rocked forward after the hard landing. The helicopter then stopped upright on the skids with no damage to the main rotor blades. The pilot stated that he was doing a practice autorotation landing when the accident occurred. During the last landing, the helicopter "fell through" much faster than anticipated. The pilot stated that no mechanical anomalies were experienced prior to or after the accident. The temperature at the time of the accident was 100 degrees Fahrenheit. The pilot stated that in the future he will allow a higher margin for autorotation power recovery in hot conditions.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,550 hours in all; 68 in this make and model; 16 in the last 90 days; 4 in the last 30 days; 8,060 as pilot in command; 79 on instruments
- Last flight review: August 1, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 49 hours
- Last inspection: annual inspection, September 1, 2000; 49 hours since
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C3OP (turboshaft); 0 hours total
The flight
- Departed from: FFZ Mesa AZ at 5:30 pm
- Flight plan: none
- Runway 22R, 3,801 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 8 knots
- Visibility: 40 statute miles
- Sky: a few clouds at 15,000 ft
- Temperature: 100°F (38°C), dew point 0°F (-18°C)
- Altimeter: 29.79 inHg
- Observation at 4:59 pm from KFFZ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.