Bell 212 accident near Eugene, Oregon, June 3, 2000
On June 3, 2000 at about 10:10 pm local time, a Bell 212 (helicopter), registered CFHDY, was substantially damaged in an accident near Eugene, Oregon (Hahlon Sweet Field). It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate quality control by the manufacturer during the manufacturing process, which led to the total failure of a fastener, and the separation of the tail rotor blade balance weight. An adhesive debond between the adhesive and the surface was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2000 · about 10:10 pm local time
- Place
- Eugene, Oregon · Hahlon Sweet Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 212 · all 212s on the register
- Registration
- CFHDY · no longer on the register · serial 30594
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a practice power recovery autorotation to a hover, at about 600 feet AGL, the two pilots heard a loud bang, followed by a severe vibration. The PIC lowered the collective and rolled both throttles off to continue the autorotation to the ground, which landed without further incident. Inspection of the helicopter revealed that the 90-degree gearbox with tail rotors attached had separated from the tail boom. Inspection of the tail rotors revealed that the tip weight in one of the blades was missing. Examination of the blade revealed evidence of adhesive debonding between the adhesive and the spar surface. As a secondary securing method, four countersunk screws are in line chordwise and offset in pairs on each side of the blade. All four screw holes showed no significant evidence of deformation. It was determined that the four countersunk screws were ineffective due to the limited amount of clamping provided by the machining, at the manufacturer, of too large a diameter in the countersunk hole relative to the diameter of the screw head, thus allowing the four secondary load path screws to slip behind the spar, resulting in the tip block separating from the blade. The manufacturer reported that although the bonding adhesive is identified as the primary securing method for the tip block, and the four countersunk screws as the secondary, either method independent of the other is capable of carrying the load.
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, commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 12,386 hours in all; 5,586 in this make and model; 97 in the last 90 days; 32 in the last 30 days; 12,020 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 14,816 hours
- Last inspection: approved inspection programme, April 20, 2000; 47 hours since
- Maximum gross weight: 11,200 lb
- Seats: 15
- Landing gear: fixed
- Engine: P&W PT6T-3B (turboshaft); 0 hours total
The flight
- Departed from: EUG at 9:00 pm
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 10:20 pm from EUG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.