Bell 206L-1 accident near Orlando, Florida, May 17, 1997
On May 17, 1997 at about 5:02 pm local time, a Bell 206L-1 (helicopter), registered N30SG, was substantially damaged in an accident near Orlando, Florida (Falcon Heliport airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot misjudging the distance of the intended touchdown point resulting in his intentional decrease in the main rotor rpm to clear obstacles below. 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
- May 17, 1997 · about 5:02 pm local time
- Place
- Orlando, Florida · Falcon Heliport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N30SG · registry record · serial 45644
- 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 during cruise flight at 60 knots while over trees no less than 600 feet agl, the engine experienced a total loss of power. The pilot initiated a descent for an autorotative landing and during the descent he reportedly pulled the caution circuit breaker. One of the passengers who is a helicopter rated pilot reported that he did not observe the pilot pull the caution circuit breaker. At 50 feet, he flared but the pilot rated passenger stated that he did not feel the initial collective pull. The pilot stated that he misjudged his landing area distance and while attempting to clear trees below, he intentionally bled the main rotor rpm. The helicopter landed hard in a clearing. Post crash examination of the cockpit revealed that the caution circuit breaker was pulled. Fuel quantity was sufficient to sustain engine operation and no contaminants were found. No discrepancies were noted with the fuel control or power turbine governor. The engine was removed from the helicopter and placed in a test cell where it was operated and found to produce less than full rated power. Disassembly of the engine revealed minor discrepancies. The fuel control and the power turbine governor were bench tested which revealed no mechanical failure or malfunction. No determination could be made as to the reason for the total loss of engine 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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,400 hours in all; 1,200 in this make and model; 2,300 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,523 hours
- Last inspection: annual inspection, May 1, 1997; 1 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C28B (turboshaft); 0 hours total
- Operator: Air Orlando Helicopter, INC.
The flight
- Departed from: 2FD7 at 9:01 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 3,900 ft
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 5:24 pm from MCO, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 |
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 N30SG 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.