Bell 206B accident near Glenns Ferry, Idaho, August 22, 1996
On August 22, 1996 at about 7:45 pm local time, a Bell 206B (helicopter), registered N3896V, was substantially damaged in an accident near Glenns Ferry, Idaho. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel contamination, due to improper servicing of the helicopter, which resulted in an intermittent loss of engine power. A factor relating to the accident was: the pilot's inadequate control of the helicopter, during autorotation with intermittent engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 22, 1996 · about 7:45 pm local time
- Place
- Glenns Ferry, Idaho · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N3896V · registry record · serial 3196
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, the helicopter experienced a yawing tendency, vibration, and loss of engine power. The pilot said that he closed the throttle and initiated an autorotation. The helicopter then nosed down, and the pilot pulled back on the cyclic. The auto relight cockpit warning light illuminated, and the pilot increased the throttle to full power. The helicopter began to yaw again, and the pilot closed the throttle; however, the helicopter nosed down. The pilot increased throttle control and raised the collective to regain level flight as the helicopter landed hard and rolled over. The engine and airframe were inspected and no evidence of a mechanical failure or malfunction was found. Fuel drained from the helicopter was found to be dark gray in color, and it contained very fine suspended particulate matter. Inspection of the fuel truck revealed that the filters and the fuel drained from the sump contained heavy contamination. Analysis of the fuel from the helicopter and from the fuel truck revealed the presence of water and fungi.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,056 hours in all; 754 in this make and model; 120 in the last 90 days; 100 in the last 30 days; 9,700 as pilot in command; 480 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,769 hours
- Last inspection: continuous airworthiness programme, August 15, 1996; 40 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from TWF, 44 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.