Bell 206B-3 accident near Casper, Wyoming, October 16, 1996
On October 16, 1996 at about 10:00 pm local time, a Bell 206B-3 (helicopter), registered N2762G, was substantially damaged in an accident near Casper, Wyoming. It was a positioning flight under general aviation rules (Part 91). 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
loss of power for undetermined reason(s). A factor relating to the accident was: the pilot was operating outside height/velocity curve parameters, when the loss of power occurred.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1996 · about 10:00 pm local time
- Place
- Casper, Wyoming · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B-3 · all 206B-3s on the register
- Registration
- N2762G · no longer on the register · serial 2707
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the helicopter's engine flamed out, and he made an autorotation to a county road. During a slide-on landing, the right skid gear broke, and the helicopter rolled over on its right side. The pilot noted that he did not recall an audio warning, and the rpm had bled down before landing. He stated that he had made two earlier precautionary landings during the flight, due to the flight being conducted in visible precipitation. In both instances, he stated that he found no evidence of ice or snow buildup in the intake system. The engine was later removed and tested in a test cell, where it functioned normally. Sufficient fuel was found on board the helicopter. FAA inspectors noted that the loss of power occurred at an airspeed and altitude that may have precluded a successful forced landing.
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, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 23,000 hours in all; 400 in this make and model; 30 in the last 90 days; 25 in the last 30 days; 22,900 as pilot in command; 2,500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,350 hours
- Last inspection: annual inspection, October 1, 1996; 70 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: RKS Rock Springs WY at 9:00 pm
- Destination: SHR Sheridan WY
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 040° at 4 knots
- Visibility: 2 statute miles
- Sky: overcast at 1,300 ft; scat at 400 ft
- Temperature: 34°F (1°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 10:22 pm from CPR
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.