Bell 206-L-3 accident near Miami Shores, Florida, April 25, 1986
On April 25, 1986 at about 10:50 pm local time, a Bell 206-L-3 (helicopter), registered N71FW, was substantially damaged in an accident near Miami Shores, Florida. It was an executive or corporate 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 1986 · about 10:50 pm local time
- Place
- Miami Shores, Florida
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L-3 · all 206-L-3s on the register
- Registration
- N71FW · no longer on the register · serial 51155
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT HE EXPERIENCED GENERATOR FAILURE UPON DEPARTURE FROM KEY WEST & ELECTED TO CONTINUE HIS FLT TO OPA-LOCKA, FL, MAKING TWO STOPS ENROUTE. HE NOTED THAT HIS BATTERY WAS DEAD AFTER PASSING OCEAN REEF, LANDED AT WATSON ISLAND & THEN TOOK OFF ENROUTE TO OPA LOCKA WHEN HE EXPERIENCED A LOSS OF POWER, AUTOROTATED TO A SEAWALL, LANDED HARD, COLLAPSED THE SKIDS & THE MAIN ROTOR SEVERED THE TAIL BOOM. THE ENG WAS REMOVED FROM THE ACFT & PLACED IN A TEST CELL WHERE IT WAS RUN WITH NO DISCREPANCIES NOTED. FURTHER INVESTIGATION REVEALED THAT THE LEFT FORWARD FUEL TANK CHECK VALVE WAS LOOSE ALLOWING AIR TO BE SUCKED INTO THE FUEL SYSTEM CAUSING THE POWER LOSS EXPERIENCED BY THE PLT. THE EMERGENCY PROCEDURES SECTION OF THE BELL 206 L-3 FLIGHT MANUAL STATES IF EITHER OF THE BOOST PUMPS FAIL OR THE GENERATOR FAILS YOU ARE TO LAND AS SOON AS PRACTICAL.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,505 hours in all; 923 in this make and model; 67 in the last 90 days; 3,315 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 90 hours
- Last inspection: annual inspection, September 1, 1985; 90 hours since
- Maximum gross weight: 4,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: Watson Island FL at 10:40 pm
- Destination: OPF Opa Locka FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 090° at 7 knots, gusting 7
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from MIA, 5 miles away
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.
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.