Bell 206L-3 accident near Sheridan, Wyoming, September 4, 1996
On September 4, 1996 at about 8:00 pm local time, a Bell 206L-3 (helicopter), registered N253EV, was substantially damaged in an accident near Sheridan, Wyoming. It was a public-use flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper in-flight planning/decision, concerning maneuvers to position the helicopter for aerial application; and inadvertent loss of tail rotor effectiveness, which resulted in loss of directional control and subsequent collision with the terrain. Factors relating to the accident include unfavorable weather conditions (high wind, gusts, turbulence, smoke, and high density altitude); the pilot's lack of recent experience in type of operation, and the lack of suitable terrain for a safe autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 1996 · about 8:00 pm local time
- Place
- Sheridan, Wyoming · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N253EV · no longer on the register · serial 51405
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter pilot was attempting to drop water on a forest fire from a sling-loaded bucket. He was flying about 8,200 feet above mean sea level and in close proximity to mountainous terrain. Density altitude was about 11,600 feet, and high winds, gusts, turbulence, and smoke prevailed. As the pilot approached the target area to drop the water, he could not see the target and was advised that he had overflown it. He maneuvered the helicopter in an attempt to be in a position to drop the water after reacquiring the target. There was evidence that the pilot inadvertently encountered a loss of tail rotor effectiveness in unfavorable wind conditions. The helicopter began to spin to the right. The pilot attempted to recover by entering an autorotation; however, before he regained control, the helicopter impacted trees and was substantially damaged. An examination of the wreckage did not reveal evidence of preimpact mechanical deficiencies. The pilot had much experience in helicopters; however, he had no recent mountain flying experience nor any firefighting experience.'
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
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,473 hours in all; 890 in this make and model; 130 in the last 90 days; 45 in the last 30 days; 6,273 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,060 hours
- Last inspection: 100-hour inspection, August 16, 1996; 65 hours since
- Maximum gross weight: 4,250 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: SHR WY at 6:45 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 225° at 15 knots, gusting 25
- Sky: not recorded; not recorded
- Temperature: 77°F (25°C), dew point 0°F (-18°C)
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.