Bell 206 B3 accident near Lake Kachess, Washington, November 23, 2000
On November 23, 2000 at about 5:45 pm local time, a Bell 206 B3 (helicopter), registered N2062D, was substantially damaged in an accident near Lake Kachess, Washington. It was a flight of an unrecorded kind under external-load helicopter rules (Part 133). 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 failure to comply with the flight manual regarding the use of an induction system deflector kit (snow baffles) while operating in snow, and the ingestion of foreign material/snow that resulted in an engine flameout while hovering. A snow baffle deflector kit not being installed and snow are factors contributing to the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2000 · about 5:45 pm local time
- Place
- Lake Kachess, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B3 · all 206 B3s on the register
- Registration
- N2062D · no longer on the register · serial 3334
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
While conducting long-line operations, the helicopter experienced a sudden loss of engine power and the pilot initiated a forced landing to a nearby road. Post accident examination of the helicopter revealed that the helicopter was not equipped with an engine air induction system deflector kit (snow baffles). The FAA approved Rotorcraft Flight Manual for the helicopter (Limitations Section) states, in part, the following: "The following equipment shall be installed when conducting flight operations in falling and/or blowing snow to reduce the possibility of engine flameout: The Particle Separator Engine Air Induction System Kit and the Deflector Kit." The 0956 METAR observation at Stampede Pass (approximately 4 miles northeast of the accident site; elevation 3,800 feet above mean sea level [MSL]) reported winds from 090 degrees at 5 knots; visibility 1/4 statute mile, heavy snow and freezing fog; broken clouds at 300 feet; overcast at 1,400 feet; temperature dew point 18 degrees F; and temperature 16 degrees F. Post accident inspection of the engine revealed no evidence of a mechanical failure or malfunction.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,500 hours in all; 14,500 in this make and model; 247 in the last 90 days; 70 in the last 30 days; 19,000 as pilot in command; 1,500 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,337 hours
- Last inspection: annual inspection, November 20, 2000; 8 hours since
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 078° at 5 knots
- Visibility: 0.2 statute miles
- Sky: broken clouds at 300 ft; not recorded
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from SMP, 4 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.