# NTSB MIA06FA022: Aerospatiale AS350B, N264BH, Homestead, FL, November 21, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 20, 2005, 20:48 local (Nov 21, 2005, 01:48 UTC) - Place: Homestead, FL - Coordinates: 25.448333, -80.413055 - Nearby events: https://openairdocs.org/map.md?lat=25.4483&lon=-80.4131&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 uninjured - Status: Completed, report January 31, 2007 - Report: Approved by Office Director - Parties: FAA, Manufacturing Inspection District Office, American Eurocopter LLC, FAA Flight Standards District Office - NTSB case key (mKey): 62869 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA06FA022 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62869/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=62869 - Page: https://openairdocs.org/ntsb/MIA06FA022 ## Probable cause (aircraft 4) The failure of both pilot's to maintain visual lookout resulting in the mid-air collision. A factor in the accident was the failure of the AS-350B pilot to follow approach procedures suggested in the Speedway Heliport Operations Manual. Findings in the investigation were the intentional operation of the EC 130 B4 helicopter by the pilot with known deficiencies in equipment (inoperative landing light), and failure of Speedway Heliport personnel to: 1) conduct safety briefing in advance of the race, 2) flight test temporary lighting to see whether any issues exist, and 3) require a single point entry and reporting point for approach to the heliport. ## Probable cause (aircraft 1) The failure of both pilot's to maintain visual lookout resulting in the mid-air collision. A factor in the accident was the failure of the AS-350B pilot to follow approach procedures suggested in the Speedway Heliport Operations Manual. Findings in the investigation were the intentional operation of the EC 130 B4 helicopter by the pilot with known deficiencies in equipment (inoperative landing light), and failure of Speedway Heliport personnel to: 1) conduct a safety briefing in advance of the race, 2) flight test temporary lighting to see whether any issues exist, and 3) require a single point entry and reporting point for approach to the heliport. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, approach - vfr pattern - base leg/base to final - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - procedures/directives - not followed, pilot in command (contributing factor) - operation with known deficiencies in equipment - intentional, pilot of other aircraft - Midair collision, approach - vfr pattern - final approach - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - procedures/directives - not followed, pilot of other aircraft (contributing factor) - operation with known deficiencies in equipment - intentional, pilot in command ## Analysis (aircraft 4) Both helicopters were on approach to the Speedway Heliport at night when they collided. The EC 130 B4 helicopter was on a long straight-in final flying eastbound, and the AS-350B helicopter was turning from right base onto final approach to the east. The AS-350 helicopter was slightly above and to the right of the EC 130 B4 helicopter; the main rotor blades of the EC 130 B4 helicopter contacted the left skid of the AS-350B helicopter. The EC 130 B4 helicopter descended vertically, while the AS-350B helicopter landed on grass at the heliport. Numerous witnesses saw external lights illuminated on both helicopters before the collision. The position lights and taxi light of the EC 130 B4 helicopter were on at the time of impact; the landing light was previously burned out. The position lights, strobe light, and search light of the AS-350B helicopter were reportedly on at the time of the collision. The individual providing VFR advisory service advised that before the collision, he observed the AS-350B helicopter, but never saw the EC 130 B4 helicopter. Both pilots had established two-way communication with the individual providing VFR advisory service on the unauthorized frequency being utilized, but the pilot of the EC 130 B4 helicopter reportedly did not provide a position report on the initial contact. The pilot of the AS-350B helicopter reportedly never heard communications from the pilot of the EC 130 B4 helicopter, and he did not see the other helicopter before the collision. Pyrotechnics occurred immediately before the collision in the area of the collision. Impact damage to the power supply of the upper strobe light for the EC 130 B4 helicopter precluded consistent operation during postaccident testing; the strobe light operationally tested satisfactory. The heliport operational procedures did not specify a single-point entry, nor reporting points, but did state that every effort shall be made to arrive via the east/west oriented canal that was located south of the heliport. Safety briefings suggested in Advisory Circular (AC) 00-61 were not conducted, nor was flight-testing to verify whether there were any issues related to installation of temporary lighting. ## Analysis (aircraft 1) Both helicopters were on approach to the Speedway Heliport at night when they collided. The EC 130 B4 helicopter was on a long straight-in final flying eastbound, and the AS-350B helicopter was turning from right base onto final approach to the east. The AS-350 helicopter was slightly above and to the right of the EC 130 B4 helicopter; the main rotor blades of the EC 130 B4 helicopter contacted the left skid of the AS-350B helicopter. The EC 130 B4 helicopter descended vertically, while the AS-350B helicopter landed on grass at the heliport. Numerous witnesses saw external lights illuminated on both helicopters before the collision. The position lights and taxi light of the EC 130 B4 helicopter were on at the time of impact; the landing light was previously burned out. The position lights, strobe light, and search light of the AS-350B helicopter were reportedly on at the time of the collision. The individual providing VFR advisory service advised that before the collision, he observed the AS-350B helicopter, but never saw the EC 130 B4 helicopter. Both pilots had established two-way communication with the individual providing VFR advisory service on the unauthorized frequency being utilized, but the pilot of the EC 130 B4 helicopter reportedly did not provide a position report on the initial contact. The pilot of the AS-350B helicopter reportedly never heard communications from the pilot of the EC 130 B4 helicopter, and he did not see the other helicopter before the collision. Pyrotechnics occurred immediately before the collision in the area of the collision. Impact damage to the power supply of the upper strobe light for the EC 130 B4 helicopter precluded consistent operation during postaccident testing; the strobe light operationally tested satisfactory. The heliport operational procedures did not specify a single-point entry, nor reporting points, but did state that every effort shall be made to arrive via the east/west oriented canal that was located south of the heliport. Safety briefings suggested in Advisory Circular (AC) 00-61 were not conducted, nor was flight-testing to verify whether there were any issues related to installation of temporary lighting. ## Factual narrative (aircraft 4) HISTORY OF FLIGHT On November 20, 2005, about 2048 eastern standard time, an Aerospatiale AS-350B (AS-350B) helicopter, N264BH, registered to and operated by Biscayne Helicopters, Inc., as a 14 CFR Part 91 positioning flight, and a Eurocopter France EC 130 B4 (EC 130 B4) helicopter, N130HS, registered to Wells Fargo Bank Northwest, and operated by HeliFlight, Inc., dba HelicopterShuttle.com, also as a 14 CFR Part 91 positioning flight, collided in-flight while both helicopters were on approach to land at Motorsports Complex VIP Heliport (Speedway Heliport), Homestead, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for either flight. Both helicopters were substantially damaged, and the commercial-rated pilot, the sole occupant of the AS-350B helicopter was not injured. The commercial-rated pilot, the sole occupant of the EC 130 B4 helicopter was fatally injured. The AS-350B flight originated about 2043, from Ocean Reef Club Airport, Key Largo, Florida. The EC 130 B4 flight originated about 2038, from Kendall-Tamiami Executive Airport (KTMB), Miami, Florida. A Ford 400 NASCAR Nextel Cup Series car race had previously ended at the Homestead-Miami Speedway. Both helicopters were in-bound to pick-up passengers at the Speedway Heliport. According to a Memorandum from the air traffic manager of KTMB Air Traffic Control Tower (ATCT), at 2037:30, the pilot of the EC 130B4 helicopter contacted the facility on frequency 134.6 mHz and requested an "Echo" departure. The flight was cleared for takeoff and at 2039:31, the pilot requested frequency change to "Homestead Tower." According to a transcription of communications with Homestead Air Reserve Base (KHST) ATCT for the frequency 133.45 mHz, at 2039:55, the pilot of the EC 130B4 helicopter established contact and advised the controller that his flight was 6 miles to the north, and inbound for landing at the Speedway Heliport. The controller acknowledged that transmission and advised the pilot "Watch for two others inbound from the north" and also provided an altimeter setting. The pilot responded, "Oh I got him." At 2042:42, the pilot of the AS-350B helicopter contacted the KHST controller and advised that the flight was "off Ocean Reef back to the track." The controller advised the pilot to proceed, "Direct to the track" and provided the altimeter setting, which the pilot acknowledged. At 2043:42, the pilot of the EC 130 B4 requested frequency change to the track, to which the controller responded, "Yes sir, zero hotel sierra. Frequency change approved, thirty four three." The pilot correctly repeated the frequency. There were no further recorded transmissions from the pilot of the EC 130 B4 helicopter. At 2044:26, the controller advised the pilot of the AS-350B helicopter, "and uh six four bravo hotel, there is about four of them ahead of you. Contact track control." The pilot acknowledged that transmission. There were no further recorded transmissions from the pilot of the AS-350B helicopter. The AS-350B pilot stated that he contacted "race control" on frequency 134.3 mHz, and advised that he was 2 nautical miles southeast of the Speedway Heliport, inbound. He was advised to report when his flight was 1 mile south of the Speedway Heliport, which he complied with. He was advised to follow an Agusta 109 helicopter "to the pad." The Agusta 109 helicopter at the time of his radio call was located just north of the westernmost pad at the Speedway Heliport, and was in a 5-foot hover. He (AS-350B pilot) was on a modified right base for landing to the east at the Speedway Heliport, and turned onto final where, "shortly after that (I am not sure exactly how long) I felt a shudder and then the aircraft started to vibrate significantly (I do not remember my altitude or airspeed at that time)." He reported hearing the president of Biscayne Helicopters, Inc., advise over the frequency that there had been a midair collision. He performed a run-on landing on grass west of the helipads, and while the helicopter started to slow, it began turning and listing to the left. He braced when he saw the main rotor blades contacting the ground, and when they slowed, he executed the "emergency shutdown procedures." He then exited the helicopter from the right main cabin door. He further reported he does not recall hearing "a radio transmission from the other aircraft involved in the accident. Nor, do I remember seeing any aircraft in the landing pattern, except SK aircraft in the landing area." He also reported the nearby area was well lit, and he saw a lot of blinking lights from police cars that were located on a road that paralleled the canal south of the Speedway Heliport. At the time of the accident he had on the strobe lights, position lights, instrument lights, and search lights. The individual who was located at ground level at the Speedway Heliport and was handling ground-to-air communications at the time of the accident reported he had been on that position for approximately 45 minutes to 1 hour, and he was providing "VFR advisory service" to inbound helicopters. He was communicating with inbound and departing helicopters on frequency 134.3 mHz. The pilots of both helicopters announced on that frequency they were inbound to land at the Speedway Heliport. The pilot of the EC 130 B4 helicopter established contact with him 2 times, though he (the individual providing VFR advisory service) did not recall hearing the EC 130 B4 pilot provide a position report on initial contact. He (individual providing VFR advisory service) stated that he had visual contact with the AS-350B helicopter, but he never had visual contact by landing or strobe light with the EC 130 B4 helicopter, which was on a straight-in approach landing to the east. The AS-350B helicopter was assigned to the west side of the Speedway Heliport area, and the EC 130 B4 helicopter was assigned to the West pad, which was confirmed by the pilot. Approximately 2 minutes before the collision "tiny rockets" were launched from a nearby parking lot southwest of the Speedway Heliport. The individual providing VFR advisory service further reported he noticed the AS-350B helicopter was on a right base and noted an obscuration, which either could have been road dust, or smoke from the previously launched "tiny rockets." He didn't notice the obscuration until the collision; the AS-350B helicopter was in a right turn when the collision occurred. He did not see the EC 130 B4 helicopter until it was descending to the ground, nor did he recall seeing any lights from it. The sequence for landing was the AS-350B, followed by the EC 130 B4. His impression was that the EC 130 B4 helicopter was "farther away." When on an east operation, traffic will do a straight-in approach to the helipad; "long final approaches are normal." He also stated that he is able to see helicopters 2-3 deep lined up for final approach to the Speedway Heliport based on seeing landing lights. He was generally/typically looking for strobe or landing lights to visually observe inbound helicopters. At the time of the collision, he was only in contact with the pilots of the accident helicopters; there was no communication difficulty and he was not distracted by other duties. Additionally, helicopters were located on the east and center pads at the Heliport; both were preparing to depart. Numerous witnesses reported seeing the AS-350B helicopter, which was observed flying southwest of the Speedway Heliport, turn to the east. Simultaneously, the EC 130 B4 helicopter was flying in an easterly direction, and was located west of the Speedway Heliport. The witnesses reported the AS-350B helicopter was slightly higher and to the right of the EC 130 B4 helicopter, and the AS-350B helicopter appeared to be flying at a faster speed than the EC 130 B4 helicopter. One witness reported that the AS-350B helicopter was ## Factual narrative (aircraft 1) HISTORY OF FLIGHT On November 20, 2005, about 2048 eastern standard time, an Aerospatiale AS-350B (AS-350B) helicopter, N264BH, registered to and operated by Biscayne Helicopters, Inc., as a 14 CFR Part 91 positioning flight, and a Eurocopter France EC 130 B4 (EC 130 B4) helicopter, N130HS, registered to Wells Fargo Bank Northwest, and operated by HeliFlight, Inc., dba HelicopterShuttle.com, also as a 14 CFR Part 91 positioning flight, collided in-flight while both helicopters were on approach to land at Motorsports Complex VIP Heliport (Speedway Heliport), Homestead, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for either flight. Both helicopters were substantially damaged, and the commercial-rated pilot, the sole occupant of the AS-350B helicopter was not injured. The commercial-rated pilot, the sole occupant of the EC 130 B4 helicopter was fatally injured. The AS-350B flight originated about 2043, from Ocean Reef Club Airport, Key Largo, Florida. The EC 130 B4 flight originated about 2038, from Kendall-Tamiami Executive Airport (KTMB), Miami, Florida. A Ford 400 NASCAR Nextel Cup Series car race had previously ended at the Homestead-Miami Speedway. Both helicopters were in-bound to pick-up passengers at the Speedway Heliport. According to a Memorandum from the air traffic manager of KTMB Air Traffic Control Tower (ATCT), at 2037:30, the pilot of the EC 130B4 helicopter contacted the facility on frequency 134.6 mHz and requested an "Echo" departure. The flight was cleared for takeoff and at 2039:31, the pilot requested frequency change to "Homestead Tower." According to a transcription of communications with Homestead Air Reserve Base (KHST) ATCT for the frequency 133.45 mHz, at 2039:55, the pilot of the EC 130B4 helicopter established contact and advised the controller that his flight was 6 miles to the north, and inbound for landing at the Speedway Heliport. The controller acknowledged that transmission and advised the pilot "Watch for two others inbound from the north" and also provided an altimeter setting. The pilot responded, "Oh I got him." At 2042:42, the pilot of the AS-350B helicopter contacted the KHST controller and advised that the flight was "off Ocean Reef back to the track." The controller advised the pilot to proceed, "Direct to the track" and provided the altimeter setting, which the pilot acknowledged. At 2043:42, the pilot of the EC 130 B4 requested frequency change to the track, to which the controller responded, "Yes sir, zero hotel sierra. Frequency change approved, thirty four three." The pilot correctly repeated the frequency. There were no further recorded transmissions from the pilot of the EC 130 B4 helicopter. At 2044:26, the controller advised the pilot of the AS-350B helicopter, "and uh six four bravo hotel, there is about four of them ahead of you. Contact track control." The pilot acknowledged that transmission. There were no further recorded transmissions from the pilot of the AS-350B helicopter. The AS-350B pilot stated that he contacted "race control" on frequency 134.3 mHz, and advised that he was 2 nautical miles southeast of the Speedway Heliport, inbound. He was advised to report when his flight was 1 mile south of the Speedway Heliport, which he complied with. He was advised to follow an Agusta 109 helicopter "to the pad." The Agusta 109 helicopter at the time of his radio call was located just north of the westernmost pad at the Speedway Heliport, and was in a 5-foot hover. He (AS-350B pilot) was on a modified right base for landing to the east at the Speedway Heliport, and turned onto final where, " shortly after that (I am not sure exactly how long) I felt a shudder and then the aircraft started to vibrate significantly (I do not remember my altitude or airspeed at that time)." He reported hearing the president of Biscayne Helicopters, Inc., advise over the frequency that there had been a midair collision. He performed a run-on landing on grass west of the helipads, and while the helicopter started to slow, it began turning and listing to the left. He braced when he saw the main rotor blades contacting the ground, and when they slowed, he executed the "emergency shutdown procedures." He then exited the helicopter from the right main cabin door. He further reported he does not recall hearing "a radio transmission from the other aircraft involved in the accident. Nor, do I remember seeing any aircraft in the landing pattern, except SK aircraft in the landing area." He also reported the nearby area was well lit, and he saw a lot of blinking lights from police cars that were located on a road that paralleled the canal south of the Speedway Heliport. At the time of the accident he had on the strobe lights, position lights, instrument lights, and search lights. The individual who was located at ground level at the Speedway Heliport and was handling ground-to-air communications at the time of the accident reported he had been on that position for approximately 45 minutes to 1 hour, and he was providing "VFR advisory service" to inbound helicopters. He was communicating with inbound and departing helicopters on frequency 134.3 mHz. The pilots of both helicopters announced on that frequency they were inbound to land at the Speedway Heliport. The pilot of the EC 130 B4 helicopter established contact with him 2 times, though he (the individual providing VFR advisory service) did not recall hearing the EC 130 B4 pilot provide a position report on initial contact. He (individual providing VFR advisory service) stated that he had visual contact with the AS-350B helicopter, but he never had visual contact by landing or strobe light with the EC 130 B4 helicopter, which was on a straight-in approach landing to the east. The AS-350B helicopter was assigned to the west side of the Speedway Heliport area, and the EC 130 B4 helicopter was assigned to the West pad, which was confirmed by the pilot. Approximately 2 minutes before the collision "tiny rockets" were launched from a nearby parking lot southwest of the Speedway Heliport. The individual providing VFR advisory service further reported he noticed the AS-350B helicopter was on a right base and noted an obscuration, which either could have been road dust, or smoke from the previously launched "tiny rockets." He didn't notice the obscuration until the collision; the AS-350B helicopter was in a right turn when the collision occurred. He did not see the EC 130 B4 helicopter until it was descending to the ground, nor did he recall seeing any lights from it. The sequence for landing was the AS-350B, followed by the EC 130 B4. His impression was that the EC 130 B4 helicopter was "farther away." When on an east operation, traffic will do a straight-in approach to the helipad; "long final approaches are normal." He also stated that he is able to see helicopters 2-3 deep lined up for final approach to the Speedway Heliport based on seeing landing lights. He was generally/typically looking for strobe or landing lights to visually observe inbound helicopters. At the time of the collision, he was only in contact with the pilots of the accident helicopters; there was no communication difficulty and he was not distracted by other duties. Additionally, helicopters were located on the east and center pads at the Heliport; both were preparing to depart. Numerous witnesses reported seeing the AS-350B helicopter, which was observed flying southwest of the Speedway Heliport, turn to the east. Simultaneously, the EC 130 B4 helicopter was flying in an easterly direction, and was located west of the Speedway Heliport. The witnesses reported the AS-350B helicopter was slightly higher and to the right of the EC 130 B4 helicopter, and the AS-350B helicopter appeared to be flying at a faster speed than the EC 130 B4 helicopter. One witness reported that the AS-350B helicopter wa ## Aircraft 1 - Registration: [N264BH](https://openairdocs.org/deregistered/N264BH-2009-02-06), registration cancelled 2009-02-06, S/N 1370, built 1981 (OpenAirDocs) - Reported make and model: Aerospatiale AS350B - Registry model: [Aerospatiale AS350B](https://openairdocs.org/model/aerospatiale-as350b) (registry code 8680800) (OpenAirDocs) - Registry engine: [Turbomeca ARRIEL-1SER](https://openairdocs.org/engine/turbomeca-arriel-1ser) (registry code 60030, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 1370 - Airframe hours: 6482.8 - Engines: Turbomeca Arriel 1B 641 horsepower turbo shaft - Damage: Substantial damage - Flight: Positioning, Part 91 - Registered owner: Biscayne Helicopters, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, September 1, 2005, 41.3 hours before - Departed: 07FA, Key Largo, FL - Destination: VI2, Homestead, FL - Airport: VI2, Motorsports Complex VIP Helipo ## Aircraft 4 - Registration: [N130HS](https://openairdocs.org/deregistered/N130HS-2011-01-05), registration cancelled 2011-01-05, S/N 3856, built 2004 (OpenAirDocs) - Reported make and model: Eurocopter France EC 130 B4 - Registry model: [Eurocopter EC 130 B4](https://openairdocs.org/model/eurocopter-ec-130-b4) (registry code 8680989) (OpenAirDocs) - Registry engine: [Turbomeca ARRIEL-2B1](https://openairdocs.org/engine/turbomeca-arriel-2b1) (registry code 60056, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 3856 - Airframe hours: 181.3 - Engines: Turbomeca Arriel 2B1 847 horsepower turbo shaft - Damage: Substantial damage - Fire: On-Ground - Flight: Positioning, Part 91 - Operator: HeliFlight, Inc., doing business as HelicopterShuttle.Com - Registered owner: Wells Fargo Bank Northwest NA - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, September 1, 2005, 76 hours before - Departed: KTMB, Miami, FL - Destination: VI2, Homestead, FL - Airport: VI2, Motorsports Complex VIP Helipo ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N264BH; age 42; injuries: none; commercial, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review November 1, 2005; seat: right; toxicology performed; flight hours: 7,000 total, 250 in this make and model, 6,800 as pilot in command, 94 in the last 90 days, 32 in the last 30 days, 5 in the last 24 hours - Pilot, aircraft N130HS; age 24; injuries: fatal; flight instructor, commercial; instrument ratings: helicopter; medical: class 2, with waivers/limitations; last flight review April 1, 2005; seat: left; toxicology performed; flight hours: 2,717 total, 353 in this make and model, 2,643 as pilot in command, 107 in the last 90 days, 34 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/bright - Wind: 150° at 2 knots - Visibility: 7 statute miles - Lowest ceiling: 12,000 ft broken - Temperature: 75 °F, dew point 73 °F - Altimeter: 30.00 inHg - Observed at: KHST, 3 nm away ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20051120028681A](https://openairdocs.org/incident/20051120028681A), Nov 20, 2005: Snias AS350B, Homestead, FL, Substantial damage. (-23) On November 20, 2005, about 2048 eastern standard time, an aerospatiale AS350B, aerospatiale operated as a 14 CFR part 91 positioning flight, and an… - [Accident 20051120028682A](https://openairdocs.org/incident/20051120028682A), Nov 20, 2005: Urocop EC130B4, Homestead, FL, Destroyed, 1 fatal. (-23) On November 20, 2005, about 2048 eastern standard time, an aerospatiale AS350B, aerospatiale operated as a 14 CFR part 91 positioning flight, and an… ## Docket (47 files) The files NTSB released with the investigation on November 9, 2006, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=62869. 41.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1-N264BH (item 1, .PDF, 392 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267591&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-N264BH-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1-N130HS (item 2, .PDF, 473 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267590&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-N130HS-Redacted.PDF - Air Traffic Control Radar Study (item 3, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268126&FileExtension=.PDF&FileName=Air%20Traffic%20Control%20Radar%20Study-Master.PDF - Miami ASR-9 radar data for 1200 transponder code (item 4, .PDF, 489 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268137&FileExtension=.PDF&FileName=Miami%20ASR-9%20radar%20data%20for%201200%20transponder%20code-Master.PDF - Witness Statements (item 5, .PDF, 444 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418282&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 6, .PDF, 3.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267593&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Weather Reports and Records (item 7, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267594&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications (item 8, .PDF, 670 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267595&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Reports from Federal Agencies - FAA (item 9, .PDF, 210 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418283&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies%20-%20FAA-Redacted.PDF - Report from Whelen Engineering Company, Inc. w/photos (item 10, .PDF, 10.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267597&FileExtension=.PDF&FileName=Report%20from%20Whelen%20Engineering%20Company,%20Inc.%20w%2Fphotos-Master.PDF - Reports from American Eurocopter LLC w/photos (item 11, .PDF, 839 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267610&FileExtension=.PDF&FileName=Reports%20from%20American%20Eurocopter%20LLC%20w%2Fphotos-Redacted.PDF - Record of Conversations (item 12, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418284&FileExtension=.PDF&FileName=Record%20of%20Conversations-Redacted.PDF - Documents Received From FAA (item 13, .PDF, 748 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418285&FileExtension=.PDF&FileName=Documents%20Received%20From%20FAA-Redacted.PDF - Pilot Records-N264BH (item 14, .PDF, 360 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268114&FileExtension=.PDF&FileName=Pilot%20Records-N264BH-Redacted.PDF - Pilot Records-N130HS (item 15, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418286&FileExtension=.PDF&FileName=Pilot%20Records-N130HS-Redacted.PDF - Documents From Biscayne Helicopters, Inc. (item 16, .PDF, 726 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418287&FileExtension=.PDF&FileName=Documents%20From%20Biscayne%20Helicopters,%20Inc.-Redacted.PDF - Documents From HeliFlight, Inc. (item 17, .PDF, 915 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418288&FileExtension=.PDF&FileName=Documents%20From%20HeliFlight,%20Inc.-Redacted.PDF - Advisory Circular 00-61, titled "Event Planning Guide" (item 18, .PDF, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268118&FileExtension=.PDF&FileName=Advisory%20Circular%2000-61,%20titled%20%22Event%20Planning%20Guide%22-Master.PDF - Letter of Agreement between Homestead ARS ATC and the Homestead-Miami Speedway, LLC. (item 19, .PDF, 386 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268119&FileExtension=.PDF&FileName=Letter%20of%20Agreement%20between%20Homestead%20ARS%20ATC%20and%20the%20Homestead-Miami%20Speedway,%20LLC.-Redacted.PDF - Speedway Heliport Information (item 20, .PDF, 432 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268120&FileExtension=.PDF&FileName=Speedway%20Heliport%20Information-Master.PDF - November 20 Schedule (item 21, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268121&FileExtension=.PDF&FileName=November%2020%20Schedule-Master.PDF - Statement from John Marks (item 22, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268122&FileExtension=.PDF&FileName=Statement%20from%20John%20Marks-Redacted.PDF - Flight Manual EC 130 B4 (item 23, .PDF, 271 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268123&FileExtension=.PDF&FileName=Flight%20Manual%20EC%20130%20B4-Redacted.PDF - Maintenance Records-N264BH (item 24, .PDF, 6.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268131&FileExtension=.PDF&FileName=Maintenance%20Records-N264BH-Redacted.PDF - Maintenance Records-N130HS (item 25, .PDF, 327 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268202&FileExtension=.PDF&FileName=Maintenance%20Records-N130HS-Redacted.PDF - Record of NTSB conversation with Daryl Martin (item 26, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268629&FileExtension=.PDF&FileName=Record%20of%20NTSB%20conversation%20with%20Daryl%20Martin-Redacted.PDF - Documents From Homestead-Miami Speedway (item 27, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418289&FileExtension=.PDF&FileName=Documents%20From%20Homestead-Miami%20Speedway-Redacted.PDF - Statement from Jorge Castillo (item 28, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268631&FileExtension=.PDF&FileName=Statement%20from%20Jorge%20Castillo-Redacted.PDF - Heliport Application-N264BH (item 29, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418290&FileExtension=.PDF&FileName=Heliport%20Application-N264BH-Redacted.PDF - Heliport Application-N130HS (item 30, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418291&FileExtension=.PDF&FileName=Heliport%20Application-N130HS-Redacted.PDF - List of authorized aircraft (item 31, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268634&FileExtension=.PDF&FileName=List%20of%20authorized%20aircraft-Master.PDF - Toxicological Report (item 32, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268635&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 33, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268636&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15-N264BH (item 34, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268637&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-N264BH-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15-N130HS (item 35, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40418293&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-N130HS-Redacted.PDF - Photo 1: NTSB Digital Photograph. View of where N264BH came to rest. (item 36, .PDF, 346 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268882&FileExtension=.PDF&FileName=Photo%201%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20where%20N264BH%20came%20to%20rest.-Master.PDF - Photo 2: NTSB Digital Photograph. Another view of N264BH where it came to rest. (item 37, .PDF, 389 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268883&FileExtension=.PDF&FileName=Photo%202%3A%20%20NTSB%20Digital%20Photograph.%20%20Another%20view%20of%20N264BH%20where%20it%20came%20to%20rest.-Master.PDF - Photo 3: NTSB Digital Photograph. View of the ground scar marks made by N264BH. (item 38, .PDF, 360 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268884&FileExtension=.PDF&FileName=Photo%203%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20ground%20scar%20marks%20made%20by%20N264BH.-Master.PDF - Photo 4: NTSB Digital Photograph. View of N130HS where it came to rest. (item 39, .PDF, 409 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268885&FileExtension=.PDF&FileName=Photo%204%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20N130HS%20where%20it%20came%20to%20rest.-Master.PDF - Photo 5: NTSB Digital Photograph. Another view of N130HS where it came to rest. (item 40, .PDF, 400 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268886&FileExtension=.PDF&FileName=Photo%205%3A%20%20NTSB%20Digital%20Photograph.%20%20Another%20view%20of%20N130HS%20where%20it%20came%20to%20rest.-Master.PDF - Photo 6: NTSB Digital Photograph. View of the cockpit and cabin of N130HS. (item 41, .PDF, 390 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268887&FileExtension=.PDF&FileName=Photo%206%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20cockpit%20and%20cabin%20of%20N130HS.-Master.PDF - Photo 7: NTSB Digital Photograph. View of the skids from N264BH. (item 42, .PDF, 383 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268888&FileExtension=.PDF&FileName=Photo%207%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20skids%20from%20N264BH.-Master.PDF - Photo 8: NTSB Digital Photograph. View of a main rotor blade (N130HS) to skid (N264BH) contact. (item 43, .PDF, 381 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268889&FileExtension=.PDF&FileName=Photo%208%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20a%20main%20rotor%20blade%20(N130HS)%20to%20skid%20(N264BH)%20contact.-Master.PDF - Photo 9: NTSB Digital Photograph. Close-up view of the fracture main rotor blade from N130HS. Note the burgundy colored paint transfer. (item 44, .PDF, 387 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268891&FileExtension=.PDF&FileName=Photo%209%3A%20%20NTSB%20Digital%20Photograph.%20%20Close-up%20view%20of%20the%20fracture%20main%20rotor%20blade%20from%20N130HS.%20%20Note%20the%20burgundy%20colored%20paint%20transfer.-Master.PDF - Photo 10: NTSB Digital Photograph. View of the right position light bulb holder and bulb base for N130HS. Note the localized discoloration on the bulb base and filament post. (item 45, .PDF, 385 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268893&FileExtension=.PDF&FileName=Photo%2010%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20right%20position%20light%20bulb%20holder%20and%20bulb%20base%20for%20N130HS.%20%20Note%20the%20localized%20discoloration%20on%20the%20bulb%20base%20and%20filament%20post.-Master.PDF - Photo 11: NTSB Digital Photograph. View of the landing light bulb filaments and post from N130HS. Note the ball of material at the end of the broken filament. (item 46, .PDF, 355 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268896&FileExtension=.PDF&FileName=Photo%2011%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20landing%20light%20bulb%20filaments%20and%20post%20from%20N130HS.%20%20Note%20the%20ball%20of%20material%20at%20the%20end%20of%20the%20broken%20filament.-Master.PDF - Photo 12: NTSB Digital Photograph. View of the Speedway Heliport pads. (item 47, .PDF, 359 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40268898&FileExtension=.PDF&FileName=Photo%2012%3A%20%20NTSB%20Digital%20Photograph.%20%20View%20of%20the%20Speedway%20Heliport%20pads.-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.