Bell 206B accident near Malone, Texas, June 6, 2003
On June 6, 2003 at about 10:15 pm local time, a Bell 206B (helicopter), registered N242TK, was substantially damaged in an accident near Malone, Texas. It was a positioning 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
a fuel starvation induced loss of engine power due to fuel contamination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2003 · about 10:15 pm local time
- Place
- Malone, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N242TK · no longer on the register · serial 206B
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was damaged during a forced landing following a loss of engine power. The operator reported that the pilot was positioning the helicopter after maintenance. The helicopter was in cruise when the engine lost power, and the pilot executed an autorotation. The helicopter landed hard, and the tailboom separated. Examination of the helicopter determined that the engine compartment and engine were not damaged. The particle separator was undamaged, and there was no blockage. The fuel control and power turbine governor rigging was intact and appeared normal. The bleed valve was in the open position. When closed by hand, it freely returned to the open position. The pneumatic tubing was intact, and all B-nuts were at least finger tight. N2 rotated freely and smoothly with no unusual noises, and was continuous to the main transmission. The fuel supply line from the fire shield to the fuel nozzle contained a normal amount of fuel. There was contamination in the airframe and engine fuel filters. Disassembly and inspection of the fuel nozzle revealed contamination in the filter screen. The screen had collapsed, and the contamination had the appearance of "DIEGME" (Apple Jelly).
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: multi-engine land; single-engine land; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Medical certificate: Class 1
- Seat: rgt
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rolls-Royce 250 C20B (turboshaft); 0 hours total
The flight
- Departed from: Bardwell TX at 10:00 pm
- Destination: Waco TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,200 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.81 inHg
- Observation at 10:51 pm from ACT
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.