Bell 206B accident near Long Beach, California, September 5, 2005
On September 5, 2005 at about 8:33 pm local time, a Bell 206B (helicopter), registered N667JM, was substantially damaged in an accident near Long Beach, California (Daugherty Field). It was a banner-towing flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's decision not to release the banner when it became entangled on itself, which resulted in the banner tow rope becoming ensnarled with the tail rotor system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2005 · about 8:33 pm local time
- Place
- Long Beach, California · Daugherty Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N667JM · no longer on the register · serial 3444
- Damage
- Substantial damage
- Flight
- Banner-towing flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter descended to ground impact after the tow rope of a banner became entangled in the tail rotor system, resulting in the in-flight separation of the tail rotor and tail rotor gearbox. During liftoff for a banner tow flight, the top rear corner of the banner became tangled with the top front corner. The pilot continued with the climb believing the banner would untangle itself. When the banner did not untangle itself, the pilot attempted to maneuver the helicopter and the banner back to the drop point on the airport, but during a slow descent, the banner rotated to a horizontal position, assumed an airfoil shape, and floated higher than the helicopter's position. The pilot said he could no longer see the banner in his rear view mirror, only the tow rope extending up and aft, and he was concerned that the rope might get into the tail rotor. The pilot chose not to release the banner as he descended slowly toward the drop point. The tow rope became entangled in the tail rotor system and the tail rotor gearbox separated from the tail boom. The helicopter then began to rotate. The pilot reduced the throttle to idle in an attempt to reduce the torque and rotations about the vertical axis. He then lowered the nose to gain airspeed. The helicopter impacted terrain in a near vertical attitude. The helicopter was equipped with an electrical and manual release for the banner tow hook.
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: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,060 hours in all; 326 in this make and model; 20 in the last 90 days; 19 in the last 30 days; 5,010 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 11,596 hours
- Last inspection: approved inspection programme, September 1, 2005; 15 hours since
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: LGB Long Beach CA at 8:30 pm
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 29.95 inHg
- Observation at 8:53 pm from LGB
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.