Bell 206B accident near Fruithurst, Alabama, August 19, 1989
On August 19, 1989 at about 4:50 pm local time, a Bell 206B (helicopter), registered N117V, was substantially damaged in an accident near Fruithurst, Alabama. It was an aerial observation 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
PILOT'S FAILURE TO MAINTAIN MAIN ROTOR RPM WHILE EXECUTING AN AUTOROTATION WHICH RESULTED IN A HARD LANDING. CONTRIBUTING TO THE ACCIDENT WAS THE PILOT'S FAILURE TO FOLLOW AUTOROTATION PROCEDURES AFTER THE REPORTED ENGINE FAILURE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 19, 1989 · about 4:50 pm local time
- Place
- Fruithurst, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N117V · no longer on the register · serial 1453
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
REPORTEDLY, THE PILOT EXPERIENCED A COMPLETE ENGINE FAILURE WHILE PATROLLING UTILITY LINES AT 700 FEET AGL. HE ENTERED AN AUTOROTATIVE GLIDE TO AN OPEN FIELD. THE PILOT STATED THAT HE HAD TO AVOID TREES CLOSE TO THE GROUND, AT WHICH TIME MAIN ROTOR RPM DECAYED. THE PILOT COULD NOT LEVEL THE HELICOPTER BEFORE THE TAIL ROTOR STRUCK THE GROUND. THE HELICOPTER EXAMINATION FAILED TO DISCLOSE ANY MECHANICAL PROBLEM. THE ENGINE AND ATTACHED COMPONENTS WERE EXAMINED, AND NO MATERIAL OR SYSTEM MALFUNCTION WAS DETECTED. HOWEVER, THE HELICOPTER WAS CAPABLE OF AUTOROTATING NORMALLY. THE PILOT ALLOWED THE ROTOR RPM TO DECAY BELOW A POINT WHERE HE COULD NOT RECOVER WITHOUT THE HELICOPTER SUSTAINING DAMAGE. THIS WAS THE SECOND ACCIDENT WHERE THIS PILOT WAS INVOLVED AS PILOT IN COMMAND AND AUTOROTATIVE PROCEDURES WERE IN QUESTION.
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; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,960 hours in all; 787 in this make and model; 5,862 as pilot in command; 57 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,662 hours
- Last inspection: approved inspection programme, August 11, 1989; 32 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: Tuscaloosa AL at 1:00 pm
- Destination: Anniston AL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
Other NTSB records under N117V the same tail number, which may have belonged to a different aircraft at the time
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.