Bell 206B accident near Immokalee, Florida, August 15, 1995
On August 15, 1995 at about 9:00 pm local time, a Bell 206B (helicopter), registered N193JB, was substantially damaged in an accident near Immokalee, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper use of the cyclic during a power-on autorotative landing (low flare), resulting in the ventral fin colliding with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 1995 · about 9:00 pm local time
- Place
- Immokalee, Florida
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N193JB · registry record · serial 4018
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he was in cruise flight at 500 feet agl when he observed the engine oil temperature gage just short of the red line. A short time later he heard a noise described as a 'pop'. He entered a power-on autorotaton to make a precautionary landing straight ahead to an open area, and planned to terminate at a hover. The engine out warning light was not illuminated, the engine out audio did not activate, and the remaining engine instruments appeared to be normal. The pilot initiated a deceleration at 50 to 60 feet, applied initial collective pitch at about 15 feet while increasing power and leveling the helicopter. The landing area was unsuitable and the N2 was observed decreasing. He applied aft cyclic, and the ventral fin collided with the ground. The helicopter rocked forward and the main rotor blades collided with the tailboom. Examination of the helicopter revealed a red shop rag was caught in the oil cooler fan. A rigging check was conducted and no deficiencies were noted. The engine was removed and placed in an engine test cell. The engine started, run at ground idle, and accelerated to takeoff power.
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: rotorcraft: helicopter
- Flight time: 5,387 hours in all; 300 in this make and model; 62 in the last 90 days; 29 in the last 30 days; 5,104 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 20,249 hours
- Last inspection: annual inspection, June 1, 1995; 64 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20J (turboshaft); 0 hours total
The flight
- Departed from: OPF Opa Locka FL
- Destination: FMY Fort Myers FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 4,500 ft; scat at 2,500 ft
- Temperature: 97°F (36°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 8:47 pm from RSW, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.