Bell 206B accident near Longboat Key, Florida, May 25, 2012
On May 25, 2012 at about 6:25 pm local time, a 1973 Bell 206B (helicopter), registered N806LA, was substantially damaged in an accident during enroute (cruise) near Longboat Key, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Unknown personnel's failure to comply with the engine manufacturer's engine fuel pump replacement guidance, which resulted in a total loss of engine power due to the engine fuel pump failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 2012 · about 6:25 pm local time
- Place
- Longboat Key, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B, built 1973 · all 206Bs on the register
- Registration
- N806LA · registry record · serial 1008
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While enroute at 500 feet above ground level, the pilot experienced a total loss of engine of engine power. According to the pilot, the initial indication was a slight yaw followed by the engine out warning horn. He immediately lowered the collective and entered a power-off autorotational landing to the beach. Upon touch down, the helicopter's skids dug into the soft sand and the main rotor blades contacted the tail boom causing damage to the drive shaft cover and severing the tail rotor drive shaft. The pilot and passengers exited the helicopter as soon as the main rotor stopped. Examination of the helicopter structure and systems showed no evidence of failure or malfunction. The engine was removed from the helicopter and placed in a test cell. Attempts to start the engine were unsuccessful and the fuel put was determined to be inoperative. The fuel pump was replaced and the engine started and operated within all specifications. Examination of the engine fuel pump determined the main drive shaft splines and the internal drive gear splines were worn away to the point of no spline engagement. This model of fuel pump was required to have spline inspections every 100 hours, and ultimately required upgrade as a result of spline wear observed on some pumps. Rolls-Royce (formerly Allison) commercial engine bulletin CEB A-1352, dated August 21, 1997, required 100-hour spline inspections with compliance within 25 hours of receipt of bulletin. Spline inspections were an interim safeguard while product improvements were developed and validated. Rolls-Royce (Allison) commercial engine bulletin CEB 1355, dated April 30, 1998 required pump upgrade with compliance no later than March 31, 1999. Upon compliance with upgrade bulletin, spline inspections mandated by CEB A-1352 were no longer required. The model number of the fuel pump installed indicated that the required upgrade had not been completed. Had the inspections and upgrade been completed, the pump would not have failed in the manner it did.
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
- Aircraft maintenance event during prior to flight
- Loss of engine power (total) during enroute (cruise) defining event
- Autorotation Off-field or emergency landing
- Autorotation Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel pump › Fatigue/wear/corrosion
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel pump › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › (general) › Other/unknown
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider
- Flight time: 13,800 hours in all; 400 in this make and model; 125 in the last 90 days; 36 in the last 30 days; 12,100 as pilot in command
- Last flight review: December 1, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 12,068 hours
- Last inspection: annual inspection, March 3, 2012; 12 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce C20B (turboshaft); 11,940 hours total
The flight
- Departed from: Ruskin FL at 6:00 pm
- Destination: SRQ Sarasota FL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 4,900 ft
- Temperature: 91°F (33°C), dew point 68°F (20°C)
- Altimeter: 29.97 inHg
- Observation at 6:53 pm from SRQ, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 |
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.