Agusta A119 accident near Okeechobee, Florida, June 12, 2002
On June 12, 2002 at about 8:15 pm local time, a Agusta A119 (helicopter), registered N911SL, was substantially damaged in an accident near Okeechobee, Florida (Okeechobee County airport). It was a public-use flight 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 fracture of one of the tail rotor blades as a result of fatigue cracking in the blade spar, and subsquent impact of the main rotor with the tailboom.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 2002 · about 8:15 pm local time
- Place
- Okeechobee, Florida · Okeechobee County · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A119
- Registration
- N911SL · registry record · serial 14022
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Just after takeoff from the hospital helicopter-pad, at an altitude of about 250 feet, the pilot reported hearing and feeling "a loud bang," and the helicopter "yawed to the right." The paramedic in the rear of the helicopter stated that she saw parts of the tail rotor go by the left side of the helicopter. The pilot turned the helicopter to the right 270 degrees, and elected to perform a run-on landing in a cow pasture. After touchdown the helicopter skidded several feet, and nosed down in the dirt, resulting in the main rotor blades making contact with the tailboom and subsequently separating the tailboom from the fuselage. Laboratory examination revealed that the fracture of one of the tail rotor blades, was a result of fatigue cracking in the blade spar.
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; rotorcraft: helicopter
- Flight time: 3,750 hours in all; 20 in this make and model; 60 in the last 90 days; 42 in the last 30 days
- Last flight review: April 28, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 82.4 hours
- Last inspection: annual inspection, April 30, 2002; 72.8 hours since
- Maximum gross weight: 5,621 lb
- Seats: 4
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6B37A (turboshaft); 0 hours total
The flight
- Departed from: OBE Okeechobee FL at 8:15 pm
- Destination: FPR Fort Pierce FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 5,000 ft; scat at 2,400 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.90 inHg
- Observation at 8:49 pm from KSUA, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N911SL 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.