Bell 206L4 accident near Chiefland, Florida, March 1, 1996
On March 1, 1996 at about 8:15 pm local time, a Bell 206L4 (helicopter), registered N6248X, was substantially damaged in an accident near Chiefland, Florida. It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper cyclic and collective input by the pilot-in-command resulting in the hard landing during the autorotative landing. Contributing to the accident was the total loss of engine power due to undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 1996 · about 8:15 pm local time
- Place
- Chiefland, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L4 · all 206L4s on the register
- Registration
- N6248X · no longer on the register · serial 52162
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during cruise flight about 400 feet mean sea level he heard the engine decelerate then heard the engine-out audio. He maneuvered the helicopter for an autorotative landing in a clearing, but after observing uneven terrain he elected to zero his forward airspeed. After a hard landing the helicopter rocked forward causing the main rotor blades to contact the tailboom. Fuel quantity was sufficient to sustain engine operation and visually no contaminants were noted. The helicopter was recovered and the engine was started several times using the fuel supply in the fuel tank with no discrepancies noted. The engine was removed from the helicopter and tested at the manufacturers facility with no discrepancies noted. The power turbine governor (PTG) and the main fuel control and engine driven fuel pump were removed for bench testing. The only discrepancy noted was a failed roll pin for the throttle level stop in the PTG. The PTG manufacturer states that the failed roll pin would not effect operation of the unit.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,600 hours in all; 2,000 in this make and model; 34 in the last 90 days; 12 in the last 30 days; 9,300 as pilot in command; 3,500 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 72 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: MAI Marianna FL at 7:00 pm
- Destination: LAL Lakeland FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 050° at 7 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 48°F (9°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from GNV, 34 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.