Bell 206B accident near North Arlington, New Jersey, September 13, 2000
On September 13, 2000 at about 1:30 pm local time, a Bell 206B (helicopter), registered N3298G, was substantially damaged in an accident near North Arlington, New Jersey. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
The pilot's improper decision to fly with an insufficient fuel quantity. A factor in the accident was the failure of the fuel boost pump.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 2000 · about 1:30 pm local time
- Place
- North Arlington, New Jersey
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N3298G · no longer on the register · serial 1909
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot had completed an aerial application, and was returning to a private helipad. About 40-60 feet agl, a warning light momentarily illuminated. The pilot attempted to divert to an airport where maintenance facilities were available, but the engine lost all power. The pilot autorotated to a field, and damaged the main rotor blades and tailboom. Examination of the helicopter by a FAA inspector revealed that the fuel gauge displayed 'E' and 5-7 gallons of fuel was present in the fuel tank. In addition, the operator had reported that and electrical connector had failed in one of the fuel boost pumps. According to a representative from the helicopter manufacturer, the make and model helicopter burned about 25 gallons of fuel per hour. Review of the helicopter manual revealed, 'Due to possible fuel sloshing in unusual attitudes or out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons.' Review of FAR 91.151(b) revealed, 'No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.'
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; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 24,184 hours in all; 8,851 in this make and model; 25 in the last 90 days; 39 in the last 30 days; 20,241 as pilot in command; 2,126 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,850 hours
- Last inspection: annual inspection, August 1, 2000; 35 hours since
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Allison C20B (turboshaft); 0 hours total
The flight
- Departed from: NONE Belleville NJ at 12:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 75°F (24°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 1:51 pm from EWR, 180 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.
Other NTSB records under N3298G 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.