Bell 206B accident near Atlanta, Georgia, March 22, 1989
On March 22, 1989 at about 11:30 pm local time, a Bell 206B (helicopter), registered N5004F, was substantially damaged in an accident near Atlanta, Georgia. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FATIGUE FAILURE OF THE ENGINE SPUR ADAPTER GEARSHAFT IN AN AREA WHERE THERE WAS A LACK OF LUBRICATION (OIL STARVATION) DUE TO A PARTIALLY BLOCKED OIL DELIVERY TUBE. CONTRIBUTING FACTORS WERE: INATTENTIVE MAINTENANCE OR SERVICING OF THE AIRCRAFT BY UNKNOWN MAINTENANCE PERSONNEL, THE LIGHT CONDITIONS AT DUSK, AND THE ELECTRICAL (TRANSMISSION) WIRE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 22, 1989 · about 11:30 pm local time
- Place
- Atlanta, Georgia · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N5004F · no longer on the register · serial 2443
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DRG TAKEOFF FROM A HELIPAD AT DUSK, THE ENG LOST PWR AS THE HELICOPTER WAS CLIMBING THRU APRX 75' AGL. THE PLT INITIATEDAN AUTOROTATION TO A PARKING LOT, WHICH REQUIRED THE USE OF COLLECTIVE TO REACH THE LOT. SUBSEQUENTLY, THE HELICOPTER HIT AN ELECTRICAL WIRE OVER THE PARKING LOT, THEN CRASHED. AN EXAM REVEALED THE TURBINE SPUR ADAPTER GEARSHAFT HAD FAILED FROM FATIGUE. ALUMINUM RICH METAL DEBRIS WAS FOUND BLOCKING THE OIL DELIVERY TUBE TO THE GEARSHAFT; THE OIL INLET SCREEN FILTER WAS MISSING; AND THERE WAS EVIDENCE OF OVERHEATING & EXCESSIVE WEAR OF THE GEARSHAFT SPLINES. THE 100 HR INSPN CHECKLIST FOR THE ENG REQUIRED THE REMOVAL & INSPN OF THE ENG OIL SYS FILTER. WITH THE FILTER REMOVED, THERE WAS DIRECT ACCESS TO THE SPUR ADAPTER GEARSHAFT OIL DELIVERY TUBE & THE OIL TUBE CONNECTOR ASSEMBLY CUP FILTER.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,400 hours in all; 6,627 in this make and model; 101 in the last 90 days; 34 in the last 30 days; 2,400 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,894 hours
- Last inspection: 100-hour inspection, January 28, 1989; 72 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Fire on the ground
- Operator: Dooley Helicopters INC
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 110° at 9 knots
- Visibility: 11 statute miles
- Sky: overcast at 1,400 ft; not recorded
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 11:50 pm from PDK, 7 miles away
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.