Bell 206B accident near Big Creek, Kentucky, February 17, 2006
On February 17, 2006 at about 2:50 pm local time, a Bell 206B (helicopter), registered N36HF, was substantially damaged in an accident near Big Creek, Kentucky. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent settling with power during a descent. Contributing to the accident was mechanical turbulence in the lee of an obstruction in windy conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 2006 · about 2:50 pm local time
- Place
- Big Creek, Kentucky · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N36HF · registry record · serial 1886
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the helicopter was en route to pick up passengers, when approximately 16 miles prior to his intended destination, he landed in a field due to deteriorating weather conditions. During a cellular telephone conversation with his employer, it was decided that the pilot should reverse course, land at a nearby airport, or return to the helicopter's base. The pilot took off from the field and attempted to fly directly to an airport, but was again unable to follow his desired course due to weather. As he maneuvered, the weather improved, the ridgelines were visible, and the pilot was able to fly "about 100 feet above the trees, and 200 feet below the clouds" as he approached a field that was crossed by a power line. The pilot said he chose to land in the field because of a "klunking" noise behind him. "As I entered the approach the noise got worse and the aircraft started to vibrate. The vibrations got very bad as I tried to arrest my descent, so I decided that touching down hard was better than shaking apart." Examination of the global positioning system ground track revealed that the helicopter descended at a rate of 1,000 feet per minute during an s-turn across the face of a mountain before it leveled over flat terrain, and slowed below effective translational lift, in the vicinity of the crash site. The crash site was surrounded by rising terrain, in the lee of a mountain with strong winds, and an AIRMET for turbulence was in effect along the route of flight. The helicopter experienced a high sink rate and high levels of vibration prior to ground contact. According to The Good Aviation Practices publication Helicopter Performance, published by the Civil Aviation Authority of New Zealand (November 2002), "Local terrain, trees, and buildings all influence the flow of wind near them. The mechanical turbulence resulting from this disturbed airflow may become very marked in the lee of the obstruction. A gusting wind situation where windshear is likely to be present will require a greater power margin to deal with any unexpected loss of airspeed and sink." Examination of the wreckage and a post accident engine run revealed no preimpact 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, military
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,069 hours in all; 1,153 in this make and model; 59 in the last 90 days; 33 in the last 30 days; 1,514 as pilot in command
- Last flight review: December 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 10,800 hours
- Last inspection: annual inspection, February 1, 2006; 4 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250C20 (turboshaft); 0 hours total
The flight
- Departed from: CRW Charleston WV at 12:10 pm
- Destination: 1A6 Middlesboro KY
Weather at the time
- Light: daylight
- Wind: from 330° at 6 knots, gusting 14
- Visibility: 10 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 34°F (1°C), dew point 28°F (-2°C)
- Altimeter: 30.40 inHg
- Observation at 2:53 pm from LOZ, 25 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.