Bell 206B accident near Coral Springs, Florida, April 20, 2005
On April 20, 2005 at about 11:45 am local time, a Bell 206B (helicopter), registered N2285B, was substantially damaged in an accident near Coral Springs, Florida. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot encountered dynamic rollover while lifting off from an area in the everglades with 6-7 foot tall sawgrass nearby.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 20, 2005 · about 11:45 am local time
- Place
- Coral Springs, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N2285B · no longer on the register · serial 3642
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot verbally stated that after takeoff, the flight proceeded approximately 15 miles west to Sawgrass Park where he landed and picked up three workers. He completed a load manifest and computed the weight and balance. He then proceeded to a site for vegetation eradication, and after landing, the workers got out, sprayed, then returned. He then departed again to another site where one of the workers got out, sprayed, and returned to the helicopter. He lifted up straight and the right side "popped up fast." He lowered collective and applied right cyclic to correct the roll which had no effect; the helicopter rolled onto its left side. He further reported that he did not perceive a problem with the helicopter or flight controls. NTSB examination of the cyclic and collective flight controls tube assemblies revealed no evidence of preimpact failure or malfunction. Bench testing of the left and right cyclic servo actuator, and the collective servo actuators revealed no evidence of preimpact failure.
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: 7,000 hours in all; 100 in this make and model; 7,000 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 13,440 hours
- Last inspection: 100-hour inspection, April 1, 2005; 23 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: KFXE Fort Lauderdale FL at 11:00 am
- Destination: KFXE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 30.09 inHg
- Observation at 11:53 am from KFXE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.
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.