Bell 206L accident near St. Thomas, November 10, 1988
On November 10, 1988 at about 4:30 pm local time, a Bell 206L (helicopter), registered N16619, was substantially damaged in an accident near St. Thomas. It was an other work-use flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. 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
- November 10, 1988 · about 4:30 pm local time
- Place
- St. Thomas
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L · all 206Ls on the register
- Registration
- N16619 · no longer on the register · serial 45087
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT AUTOROTATED THE HELICOPTER INTO THE WATER AFTER A LOSS OF POWER WHILE TRANSITIONING FROM FWD FLIGHT TO A HOVER. WHILE LANDING WITH THE EMERGENCY FLOATS ARMED, HE ATTEMPTED TO DEPLOY THE FLOATS BUT WAS UNABLE. THE PLT & PAX EVACUATED. THE HELICOPTER SANK. EXAMINATION REVEALED THE ELECTRICAL WIRES FOR ACTIVATION OF THE DISCHARGE AGENT SEPARATED ON IMPACT, RENDERING THE FLOAT DEPLOYMENT SYSTEM INOPERABLE. THE COMPRESSOR SECTION OF THE ENGINE SUSTAINED A CONTAINED FAILURE. THERE WAS NO EVIDENCE OF FOREIGN OBJECT INGESTION, FAILURE OR MALFUNCTION OF NO'S 1,2, OR 2.5 BEARINGS, RUBBING OF THE ROTOR BLADES AGAINST THE COMPRESSOR CASE, OR AXIAL MOVEMENT OF THE ROTOR ASSY. A METALLURGICAL EXAMINATION WAS UNABLE TO DETERMINE THE EVENT RESULTING IN THE FAILURE OF THE COMPRESSOR SECTION. THE OPERATOR STATED THAT COMPANY PERSONNEL WERE NOT ACCOMPLISHING THE SALT WATER CONTAMINATION REMOVAL PROCEDURE RECOMMENDED BY THE ENG MANUFACTURER.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,725 hours in all; 1,400 in this make and model; 6,615 as pilot in command; 1,640 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,980 hours
- Last inspection: annual inspection, September 1, 1988; 115 hours since
- Maximum gross weight: 4,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Air Center Helicopters, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 12 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 3:50 pm from STT, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 |
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.