Bell UH1B accident near West Palm Beach, Florida, May 31, 1996
On May 31, 1996 at about 2:30 pm local time, a Bell UH1B (helicopter), registered N3880A, was substantially damaged in an accident near West Palm Beach, Florida. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
the failure of the tail rotor drive shaft which resulted in a loss of tail rotor control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1996 · about 2:30 pm local time
- Place
- West Palm Beach, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH1B · all UH1Bs on the register
- Registration
- N3880A · registry record · serial 64-14073
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
While refueling the helicopter the pilot and his crew saw smoke coming from the 'hell hole' on the bottom of the helicopter. They could not determine where the smoke was coming from, so the pilot elected to reposition the helicopter away from the fuel pad. After lift-off, there was a 'loud pop' and the helicopter immediately started rotating to the right. In an effort to avoid striking the fuel tank the pilot added power, and the wind carried the helicopter across the top of the tank. The spinning rotation increased, and after crossing the fuel tank the pilot reduced power. As the helicopter started to come around and get closer to the ground, it went backwards and struck a tree. After impact with the ground the helicopter rolled on its left side. Examination of the helicopter revealed that the tail rotor cable retaining pin came loose, and had rubbed against the tail rotor shaft, subsequently causing the drive shaft to fail.
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: multi-engine land; single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,500 hours in all; 4,800 in this make and model; 145 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,307 hours
- Last inspection: annual inspection, March 20, 1996
- Maximum gross weight: 8,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53L-11D (turboshaft); 0 hours total
The flight
- Departed from: NONE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 045° at 15 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.
Other NTSB records under N3880A the same tail number, which may have belonged to a different aircraft at the time
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.