Bell 206B accident near Pooler, Georgia, January 7, 1998
On January 7, 1998 at about 1:34 am local time, a Bell 206B (helicopter), registered N333FC, was substantially damaged in an accident near Pooler, Georgia. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain a safe altitude and a visual lookout while operating under a special visual flight rules clearance in instrument flight rule conditions, which resulted in the helicopter colliding with trees. Contributing to the accident was the pilot's failure to obtain an adequate weather briefing for conditions at his destination, his continued visual flight rules into instrument flight rule conditions, and his failure to reset the altimeter to the current setting.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 7, 1998 · about 1:34 am local time
- Place
- Pooler, Georgia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N333FC · registry record · serial 1763
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The noninstrument-rated pilot stated he received a weather briefing via computer prior to departure. While approaching his destination he was told the airport was under instrument flight rules conditions. He requested and received a special visual flight rules clearance to approach the airport. While maneuvering to line up with the airport the helicopter collided with an oak tree. An emergency landing was then made in a field. The passenger stated that he did not observe the pilot reset the altimeter during the entire flight and that at the time the helicopter collided with the trees the altimeter read about 480 feet. The elevation at the Savannah Airport is 51 feet.
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: private
- Ratings: multi-engine land; single-engine land; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 2,500 in this make and model; 5,000 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,223 hours
- Last inspection: annual inspection, April 15, 1997; 200 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: SUA Stuart FL at 11:15 pm
- Destination: SAV Savannah GA
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: at 5 knots
- Visibility: 1.2 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 66°F (19°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 am from SAV, 1 miles away
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.
Other NTSB records under N333FC 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.