Bell 212HP accident near Weed, California, July 7, 2021
On July 7, 2021 at about 11:45 pm local time, a 1973 Bell 212HP (helicopter), registered N911KW, was substantially damaged in an accident during maneuvering (low-alt flying) near Weed, California. It was a firefighting flight 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 maintain altitude during an approach to a lake. Contributing to the accident was the pilot’s failure to release the full water bucket as the helicopter was settling, which reduced the helicopter’s out-of-ground-effect performance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2021 · about 11:45 pm local time
- Place
- Weed, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 212HP, built 1973 · all 212HPs on the register
- Registration
- N911KW · registry record · serial 30592
- Damage
- Substantial damage
- Flight
- Firefighting flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The flight was on an approach to a lake to retrieve water for a water bucket drop operation. During the approach, the instruments scanned normal, and the radar altimeter was set to 200 ft above ground level to provide a buffer between the bucket and terrain. When the helicopter crossed the shoreline, the pilot visually confirmed that the 100-ft long line and bucket were slightly trailing the helicopter and had not dipped in the water. Shortly afterward, he felt a “sudden onset of a significant vibration.” The pilot aborted the water retrieval and noticed that helicopter lost altitude. He applied forward cyclic and raised the collective, but the helicopter continued to descend. The pilot realized that he would not be able to fly out of the descent, so he decided to make a forced water landing. The pilot did not jettison the long line and bucket. After he leveled the helicopter and the skids touched down on the water, he made another attempt to take off, but the helicopter settled into the lake. The pilot reduced both throttle settings to idle in preparation to ditch the helicopter and applied right cyclic as the main rotors slowed. The helicopter rolled right, and the main rotor blades struck the water, which resulted in substantial damage to the fuselage, rotor, and drive systems. Postaccident examination of the engine revealed no preimpact mechanical anomalies. The airframe examination revealed an out-of-tolerance condition of both pylon damper rod end bearings that likely caused the vibration reported by the pilot. It is likely that, after the lateral vibration, the pilot allowed the helicopter to descend while he tried to determine the source of the vibration. As the helicopter settled into the lake, the bucket filled with water. The resulting increased weight, combined with the pilot’s failure to release the water bucket, decreased the helicopter’s out-of-ground-effect performance.
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
What happened, in order
- External load event (Rotorcraft) during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,636 hours in all; 239 in this make and model; 19 in the last 90 days; 8 in the last 30 days; 4,407 as pilot in command; 714 on instruments
- Last flight review: May 5, 2021
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,543.5 hours
- Last inspection: continuous airworthiness programme, June 29, 2021
- Maximum gross weight: 11,200 lb
- Seats: 11
- Landing gear: fixed
- Engine 1: Pratt & Whitney PT6T-3B (turboshaft); 6,215 hours total
- Engine 2: Pratt & Whitney PT6T-3B (turboshaft); 10,917 hours total
- Operator: Rogers Helicopters INC
The flight
- Departed from: 1O6 Dunsmuir CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 020° at 15 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 25°F (-4°C)
- Altimeter: 29.96 inHg
- Observation at 2:53 pm from KSIY, 16 miles away
Weather report (METAR): KSIY 072153Z AUTO 33007G17KT 10SM CLR 34/M04 A2996 RMK AO2 SLP128 T03441044=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
26 documents, released by the NTSB on June 28, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.