Bell 206L-3 accident near Canal Point, Florida, December 8, 2010
On December 8, 2010 at about 12:30 pm local time, a Bell 206L-3 (helicopter), registered N955GT, was substantially damaged in an accident during maneuvering near Canal Point, Florida. It was an other work-use 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
The pilot's failure to maintain clearance from the ground while maneuvering at a low altitude. Contributing to the accident was the pilot’s fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 2010 · about 12:30 pm local time
- Place
- Canal Point, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N955GT · no longer on the register · serial 51154
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the night helicopter flight was to fly over bean fields to prevent crops from freezing. The pilot was maneuvering the helicopter over the bean field at a low altitude when he observed power lines at the end of the field. He crossed over the power lines and the helicopter subsequently descended to the ground for unknown reasons. The pilot reported no mechanical malfunctions or failures with the airplane that would have precluded normal operation. He additionally reported that his own fatigue may have contributed to the accident. The pilot had been awake for 18 hours and 30 minutes and had slept 2 hours prior to the accident. He further stated he had slept 5 hours 30 minutes in the last 24 hours and 14 hours in the last 72 hours.
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
- Low altitude operation/event during maneuvering defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- factor Personnel issues › Physical › Alertness/Fatigue › Lack of sleep › Pilot
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,747 hours in all; 500 in this make and model; 65 in the last 90 days; 33 in the last 30 days; 7,547 as pilot in command
- Last flight review: May 22, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 4,869 hours
- Last inspection: annual inspection, October 22, 2010; 29 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls Royce A250-C30P (turboshaft); 0 hours total
- Operator: Hmc Helicopter Services Inc
The flight
- Departed from: PHK Pahokee FL at 8:30 am
- Destination: PHK Pahokee FL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 32°F (0°C), dew point 34°F (1°C)
- Altimeter: 30.15 inHg
- Observation at 12:40 pm from OBE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.