Bell 206L accident near Orlando, Florida, March 25, 1994
On March 25, 1994 at about 5:42 pm local time, a Bell 206L (helicopter), registered N16705, was substantially damaged in an accident near Orlando, Florida. It was a flight of an unrecorded kind under general aviation rules (Part 91). 4 people were seriously injured and 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO CROSS-CHECK A FAULTY ENGINE SPEED INDICATION WITH OTHER ENGINE PERFORMANCE INDICATIONS TO VERIFY WHETHER AN ENGINE MALFUNCTION HAD ACTUALLY OCCURRED, AND HIS FAILURE TO MAINTAIN ADEQUATE ROTOR RPM DURING AN EMERGENCY LANDING. THE PILOT'S REACTION TO THE PERCEIVED ENGINE MALFUNCTION LED TO AN UNNECESSARY REDUCTION OF ENGINE POWER AND SUBSEQUENT EMERGENCY LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 1994 · about 5:42 pm local time
- Place
- Orlando, Florida · map
- Type
- Accident
- Injuries
- 4 people were seriously injured and 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L · all 206Ls on the register
- Registration
- N16705 · no longer on the register · serial 4150
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER TAKEOFF, USING WATER/ALCOHOL INJECTION, THE PILOT NOTED THE N2 TURBINE SPEED INDICATION WENT TO THE TOP OF THE GAUGE. HE ROLLED OFF THROTTLE TO REDUCE THE N2 GAUGE READING; AT THE SAME TIME, HE LOOKED FOR A PLACE TO LAND. THE PILOT BELIEVED THERE WAS INSUFFICIENT ALTITUDE FOR AN AUTOROTATION. SUBSEQUENTLY, THE HELICOPTER TOUCHED DOWN HARD & CAME TO REST WITH EXTENSIVE DAMAGE. A POSTACCIDENT EXAM REVEALED NO PREIMPACT FAILURE OF THE AIRFRAME, FLIGHT CONTROLS, OR FUEL SYSTEM. TESTING OF THE WATER/ALCOHOL SOLUTION REVEALED 66.5% METHANOL & 33.5% WATER. SPECIFICATIONS REQUIRED 33.5% METHANOL & 66.5% WATER, BUT ALLISON ENGINE PERSONNEL SAID THE HIGH LEVEL OF METHANOL WOULD NOT HAVE AFFECTED ENGINE PERFORMANCE. DURING A POSTACCIDENT TEST, THE ENGINE OPERATED TO FULL POWER WITH NO EVIDENCE OF FAILURE OR MALFUNCTION. TESTING OF THE ENGINE INSTRUMENTS REVEALED THE N2 GAUGE WAS PROVIDING A FAULTY INDICATION. THE OTHER ENGINE INSTRUMENTS OPERATED NORMALLY AFTER THE ACCIDENT.
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 multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,366 hours in all; 1,476 in this make and model; 62 in the last 90 days; 20 in the last 30 days; 3,366 as pilot in command; 130 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,590 hours
- Last inspection: 100-hour inspection, February 23, 1994; 32 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Falcon Helicopter Service, INC
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,700 ft; not recorded
- Temperature: 82°F (28°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from MCO, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 | 1 | 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.