Bell B212 accident near Bakersfield, California, September 9, 1999
On September 9, 1999 at about 5:15 pm local time, a Bell B212 (helicopter), registered N212AR, was destroyed in an accident near Bakersfield, California. It was a public-use flight under external-load helicopter rules (Part 133). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot-in-command to maintain adequate visual surveillance to see and avoid power transmission wires known to be in the area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 9, 1999 · about 5:15 pm local time
- Place
- Bakersfield, California
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell B212
- Registration
- N212AR · registry record · serial 31269
- Damage
- Destroyed
- Flight
- Public-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
While engaged in fire fighting water-dropping operations, the helicopter impacted high tension power transmission wires and fell to the ground under marginal control. The pilot and helicopter were reassigned from another nearby base on the morning of the accident and, at the time of the wire strike, the pilot was engaged in his first operational sortie in the new area. Prior to takeoff the pilot had been briefed about wire hazards in the area. A topographical map that was used in the briefing showed high power transmission wires, including the set the pilot later impacted, as red lines. After takeoff, the pilot proceeded to the fire area and made an initial drop on the fire. It was while returning to the dip site to refill that the wire strike occurred. The pilot reported that as he approached the dip site at 250 - 300 feet agl, he was aware of a power transmission tower high on the mountain to his right, well above him. He was also aware of another tower to his left on the valley floor below and an electrical powerhouse on the valley floor nearly in front of him. He thought that the wires from both the tower on his right and the tower on his left went to the powerhouse and were beneath him. In fact, the wires were strung directly from the tower above him, on the right, to the lower tower, on his left, and crossed his flight path at the helicopter's altitude. Visual meteorological conditions prevailed and smoke was not present in the area of the accident. Flights flown after the accident in like conditions of daylight and visibility showed the wires could not be visually detected until the helicopter was 'extremely close to the wires.'
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
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,000 hours in all; 1,275 in this make and model; 41 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,897 hours
- Last inspection: approved inspection programme, August 31, 1999; 27 hours since
- Maximum gross weight: 11,200 lb
- Seats: 15
- Landing gear: fixed
- Engine: P&W PT6-T3B (turboshaft); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 5:56 pm from BFL, 14 miles away
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.