Wednesday, August 23, 2017

Bell 206B, N6259C, Helicopter Parts International Inc: Accident occurred August 20, 2017 at Minden–Tahoe Airport (KMEV), Douglas County, Nevada

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada

Aviation Accident Factual Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Helicopter Parts International Inc:

NTSB Identification: GAA17CA495
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 20, 2017 in Minden, NV
Aircraft: BELL 206, registration: N6259C
Injuries: 5 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot of the helicopter reported that, during landing, the helicopter "encountered LTE [loss of tail rotor effectiveness]". He added that he maneuvered the helicopter to an open field adjacent to the intended helipad and the tail rotor impacted a barbed wire fence.

The helicopter sustained substantial damage to the empennage.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation.

Federal Aviation Administration's Helicopter Flying Handbook, FAA-H-8083-21A, contains a section titled "Loss of Tail Rotor Effectiveness (LTE)" which states:

Loss of tail rotor effectiveness (LTE) or an unanticipated yaw is defined as an uncommanded, rapid yaw towards the advancing blade which does not subside of its own accord. It can result in the loss of the aircraft if left unchecked. It is very important for pilots to understand that LTE is caused by an aerodynamic interaction between the main rotor and tail rotor and not caused from a mechanical failure. Some helicopter types are more likely to encounter LTE due to the normal certification thrust produced by having a tail rotor that, although meeting certification standards, is not always able to produce the additional thrust demanded by the pilot.

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