Bell 47G-2 accident near Fort Walton Bch, Florida, May 27, 2000
On May 27, 2000 at about 10:44 pm local time, a Bell 47G-2 (helicopter), registered N96MB, was substantially damaged in an accident near Fort Walton Bch, Florida (Broadway Helicopters airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The unsuitable terrain encountered by the pilot-in-command during the forced landing and the loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 2000 · about 10:44 pm local time
- Place
- Fort Walton Bch, Florida · Broadway Helicopters · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-2 · all 47G-2s on the register
- Registration
- N96MB · registry record · serial 2443
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that after takeoff climbing through approximately 300 feet, the engine experienced a loss of power. He maneuvered the helicopter towards the beach and landed about 20 yards offshore. No fuel contamination was noted in the fuel tanks that contained sufficient fuel. A slight amount of sand/silt was noted in the fuel strainer; the carburetor bowl contained about a pint of water admixed with sand or silt. The left fuel tank vent line and vent line 'B' nut were damaged. Examination of the engine revealed valve train continuity of all cylinders. During an attempt to start the engine; the magnetos would not producing spark. Examination of the carburetor revealed internal corrosion; no preimpact failure or malfunction was noted. Examination of both magnetos revealed internal corrosion. The points of both magnetos were lightly dressed and high tension tested; both magnetos produced spark. One ignition lead of the left magneto was not firing due to corrosion on one of the electrodes; the corrosion was cleaned and the magneto fired all of the ignition leads. Additionally, the condenser of the right magneto tested bad.
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: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,200 hours in all; 1,200 in this make and model; 3,900 as pilot in command; 2,100 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,649 hours
- Last inspection: annual inspection, May 26, 2000
- Maximum gross weight: 2,450 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-435-25A (piston); 0 hours total
The flight
- Departed from: FA14 at 10:44 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 10:53 pm from DTS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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 N96MB 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.