# NTSB DEN00LA176: Bell 206B, N32FR, Rawlins, WY, September 22, 2000 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 22, 2000, 13:30 local (19:30 UTC) - Place: Rawlins, WY - Coordinates: 41.780261, -107.220535 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.7803&lon=-107.2205&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 6, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 50314 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN00LA176 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/50314/pdf - Page: https://openairdocs.org/ntsb/DEN00LA176 ## Probable cause The company dispatching, and the pilot initiating, flight into known adverse weather with an aircraft which did not have the required anti-ice equipment installed. A factor was snow conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - weather condition - snow (contributing factor) - anti-ice/deice system - not complied with, company/operator management (cause) - procedures/directives - not followed, pilot in command (cause) - Forced landing, emergency descent/landing ## Analysis During a local flight to pick up personnel, the helicopter was launched during a snowstorm. The weather was moderate snow, partial obscuration, 1/4-mile visibility, winds from 320 degrees at 12 knots with gusts to 20 knots, and a temperature/dew point of 28/27 degrees Fahrenheit respectively. Limitations in the flight manual require that both a particle separator and deflector be installed on the engine for flight in snow to prevent engine flame out. A deflector was not installed. During cruise flight at approximately 200 feet above ground level, the engine lost all power and the pilot performed a downwind autorotative landing. During the flare for landing, the pilot lost ground contact due to blowing snow and the helicopter picked up a right drift. During touchdown, the helicopter rolled on its side. ## Factual narrative On September 22, 2000, at 1330 mountain daylight time, a Bell 206B helicopter, N32FR, sustained substantial damage when it rolled over during a forced landing following a complete loss of engine power while conducting personnel pick up operations. The commercial pilot was not injured. The flight was operating under Title 14 CFR Part 91 and no flight plan was filed. The flight departed a remote sight approximately 6 miles northeast of Rawlins, at 1320, and the accident occurred approximately 35 miles northwest of Rawlins. According to the operator, a decision had been made to cancel all flying for the day due to weather "considerations". A request was made to pick up two people but the pilot could not locate them. He elected to return to the staging area and was in cruise flight at about 200 feet when the engine lost all power. A downwind autorotation was performed and ground visibility was lost in the flare due to blowing snow. The helicopter was landed with a right drift and rolled on its side. At the time of the accident, the recorded weather at Rawlins was 1,200 foot overcast skies with 3 miles visibility in snow and blowing snow. The temperature was 28 degrees Fahrenheit, and the dew point was 27 degrees. According to the pilot, the weather he was flying in was partial obscuration with 1/4-mile visibility in moderate snow showers and the wind was from 320 degrees at 12 knots with gusts to 20 knots. The limitations in the flight manual for flying in snow require that both a particle separator and deflector be installed on the engine to prevent a flameout. According to the FAA inspector who examined the aircraft, a deflector was not installed. ## Aircraft - Registration: [N32FR](https://openairdocs.org/deregistered/N32FR-2018-04-24), registration cancelled 2018-04-24, S/N 2596 (OpenAirDocs) - Reported make and model: Bell 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Category: Helicopter - Serial number: 2596 - Airframe hours: 7706 - Engines: Allison C250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Other work use, Part 91 - Registered owner: Carish Helicopters, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, September 7, 2000, 73 hours before - Departed: WY ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; commercial; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 10,550 total, 3,250 in this make and model, 10,395 as pilot in command, 180 in the last 90 days, 80 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 20° at 15 knots, gusting 20 - Visibility: 0.25 statute miles - Lowest ceiling: 1,200 ft overcast - Temperature: 28 °F, dew point 27 °F - Altimeter: 29.00 inHg - Observed at: RWL, 35 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000922013869A](https://openairdocs.org/incident/20000922013869A), Sep 22, 2000: Bell 206B, Rawlings, WY, No damage. (-23) The pilot was operating the heli in falling snow when the engine failed. He made a downwind emergency landing from approximately 200 feet. On contact… ## Other investigations on N32FR (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB SEA96TA050](https://openairdocs.org/ntsb/SEA96TA050), Feb 7, 1996: Bell 206B (N32FR), Kemmerer, WY, substantial damage. Probable cause: the selection of an unsuitable landing zone by the pilot. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.