Bell 206 L-1 accident near Seneca Falls, New York, March 23, 2001
On March 23, 2001 at about 8:20 pm local time, a Bell 206 L-1 (helicopter), registered N2138Y, was substantially damaged in an accident near Seneca Falls, New York. It was a positioning flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of a bolt in a Thomas coupling on the tail rotor drive shaft, for undetermined reasons, during climb, while operating over unsuitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 23, 2001 · about 8:20 pm local time
- Place
- Seneca Falls, New York · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 L-1 · all 206 L-1s on the register
- Registration
- N2138Y · no longer on the register · serial 45639
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The Bell 206 L-1 helicopter was on a positioning flight. While in cruise flight, the pilot added power for a slow climb, and experienced multiple "bangs" and yawing. He reduced power, determined that he had lost tail rotor thrust, and set up for a precautionary landing in a wooded area. Upon touchdown, the helicopter rolled over. A bolt was found missing from the Thomas coupling located between the aft end of the aft short shaft, and the foward segment of the tail rotor drive shaft. In addition, the bracket for the forward hanger bearing was fractured. Metallurgical examination of the flange from the Thomas coupling with the missing bolt, revealed thread imprint marks on the inside of the bolt hole bore, and lipped material at the edge of the bolt hole bore. The hanger bearing mount had failed in overstress with no evidence of progressive cracking. The helicopter had been operated for 15.2 hours since the Thomas coupling had been disassembled and put back together. The mechanic reported that he had reused the bolts and self-locking nuts, and tightened them to the proper torque. The missing nut and bolt were not recovered. A check of the FAA database for SDRs revealed no other occurrences in the preceding 5 years.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,500 hours in all; 3,000 in this make and model; 24 in the last 90 days; 10,000 as pilot in command
- Last flight review: January 13, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 14,017.4 hours
- Last inspection: 100-hour inspection, December 15, 2000; 15.2 hours since
- Maximum gross weight: 4,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C28 (turboshaft); 0 hours total
- Operator: Ems Airservice Of New York, Inc
The flight
- Departed from: D38 Canadaigua NY at 8:05 pm
- Destination: NK71 Marcellus NY
Weather at the time
- Light: daylight
- Wind: from 280° at 14 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 27°F (-3°C)
- Altimeter: 29.68 inHg
- Observation at 7:53 pm from PEO, 28 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 N2138Y 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.