Bell 212 accident near Happy Camp, California, September 4, 2006
On September 4, 2006 at about 10:50 pm local time, a Bell 212 (helicopter), registered N873HL, was substantially damaged in an accident near Happy Camp, California (Happy Camp airport). It was an external-load flight under public-use (government) rules. No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of compressor second stage stator vane for undetermined reasons while maneuvering.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2006 · about 10:50 pm local time
- Place
- Happy Camp, California · Happy Camp · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 212 · all 212s on the register
- Registration
- N873HL · no longer on the register · serial 30873
- Damage
- Substantial damage
- Flight
- External-load flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
An engine fire warning light illuminated in the cockpit and the pilot observed smoke coming from the helicopter. He pulled the fire extinguisher handle on the number 2 engine and made a rapid descent to the airport. The pilot dropped the long line and landed without further incident. A post-landing examination of the helicopter revealed that the external surfaces of the Number 2 engine were covered in soot. A hole, which appeared to originate inside the engine, was observed on the gas generator case at the 5 o'clock position (aft looking forward). Post accident disassembly and inspection was performed on the number 2 engine. During the teardown, investigators found foreign debris, consistent in appearance to a stator vane, lodged in a diffuser pipe. The diffuser pipe, which directs compressor discharge air to the combustion area, was located at approximately the 5 o'clock position (aft looking forward). Further inspection revealed a fractured stator vane in the compressor second stage stator assembly. Due to impact and heat damage to the stator vane fracture surface, the cause of cracking could not be determined. Pratt & Whitney Canada investigators, in the presence of Federal Aviation Administration inspectors, concluded the following. "The perforation of the gas generator case was most likely caused by a disturbance of compressed air flow from the diffuser pipes. The restriction in airflow caused by the lodged stator vane limited the flow of combustion liner cooling air, resulting in a localized increase in temperature and subsequent burning through the combustion liner and the gas generator case." The engine teardown and inspection revealed no other significant anomalies.
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; rotorcraft: helicopter
- Flight time: 15,000 hours in all; 1,500 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,647 hours
- Landing gear: fixed
- Engine 1: Pratt & Whitney Canada PT6T-3 (turboshaft); 0 hours total
- Engine 2: Pratt & Whitney Canada PT6T-3 (turboshaft); 0 hours total
- Operator: Department Of Agriculture, U.S. Forest Service
The flight
- Departed from: 36S Happy Camp CA at 3:49 pm
Weather at the time
- Light: daylight
- Visibility: 12 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 0°F (-18°C)
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.
Other NTSB records under N873HL the same tail number, which may have belonged to a different aircraft at the time
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.