# NTSB MIA06LA123: Bell 206B, N515AA, Pompano Beach, FL, July 17, 2006 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 17, 2006, 15:23 local (19:23 UTC) - Place: Pompano Beach, FL - Coordinates: 26.234443, -80.10083 - Nearby events: https://openairdocs.org/map.md?lat=26.2344&lon=-80.1008&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report April 30, 2008 - Report: Approved by Office Director - Parties: Bell Helicopter, Rolls-Royce, FAA Fort Lauderdale FSDO-17 - NTSB case key (mKey): 64135 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA06LA123 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64135/pdf - Page: https://openairdocs.org/ntsb/MIA06LA123 ## Probable cause The pilot's improper landing flare during a precautionary landing. A factor in the accident was the unusual noise as a result of an improper repaired air conditioner compressor system. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, approach - air cond/heating/pressurization,turbocompressor - failure,partial - maintenance,installation - improper, other maintenance personnel (contributing factor) - precautionary landing - initiated, pilot in command - Hard landing, landing - flare/touchdown - flare - improper, pilot in command (cause) - Roll over, landing - flare/touchdown ## Analysis The pilot was conducting a post annual inspection and maintenance test flight. The pilot stated that he just completed a steep approach and elected to conduct another one. During the second approach, at about 400 feet above the ground, the helicopter seemed to mush and feel sluggish to him. Recalling during the preflight inspection, he noted minor issues during the hydraulic checks. He decided to discontinue the steep approach and fly to the landing spot on a taxiway. He wanted to increase the helicopter's airspeed to get "the aircraft on the ground ASAP." There were no visual or auditoria warning indications from the helicopter instruments of a problem; however an unusual noise would not subside behind him. He elected to perform a run-on landing in the place of a flare to a quick stop arrival. Witnesses stated that the helicopter porpoised, hitting the ground nose first then the tail rotor, followed by the helicopter sliding on its side before stopping in the grassy area of the infield. Examination of the helicopter wreckage was conducted. No abnormalities were noted with the engine, airframe, and its systems, except for the air conditioner compressor. The air conditioner compressor, located in the aft lower portion of the engine compartment, was observed with the belt off its pulley. Damages to the belt were consistent with it chafing against the nuts on the driveshaft Thomas coupling. The pulleys were misaligned; the support bracket for the compressor was loose and had missing rivets. The helicopter's maintenance records showed that the air conditioner compressor had a belt change and the base plate was re-shimmed to realign the driveshaft and the compressor during the annual inspection. ## Factual narrative On July 17, 2006, about 1523 eastern daylight time, a Bell 206B, N515AA, registered to and operated by Anthony Leasing Inc., impacted with the ground at the Pompano Beach Airpark, Pompano Beach, Florida, during a Title 14 Code of Federal Regulations Part 91 maintenance check flight. Visual meteorological conditions prevailed and no flight plan was filed. The airline transport-rated pilot received minor injuries, and the helicopter incurred substantial damage. The flight was originating at the time of the accident. The pilot stated that he just completed a steep approach and elected to conduct another one. During the return toward the airport portion of the approach, at about 400 feet above the ground, the aircraft seemed to mush and feel sluggish to him. The helicopter had just had a two month long annual inspection and, during the preflight inspection, he noted minor issues during the hydraulic checks. With this in mind, he decided to discontinue the steep approach and fly to the landing spot on taxiway F. He wanted to increase the helicopter's airspeed to get "the aircraft on the ground A.S.A.P." There were no visual or auditoria warning indications from the helicopter instruments of a problem; however an unusual noise would not subside behind him. He elected to perform a run-on landing in the place of a flare to a quick stop arrival. Witnesses stated that the helicopter porpoised, hitting the ground nose first then the tail rotor, followed by the helicopter sliding on its side before stopping in the grassy area of the infield. The pilot exited the helicopter without assistance. A wreckage examination of the helicopter was conducted by representatives of the Bell Helicopter and the Rolls-Royce Corporation under NTSB oversight. Examination of the airframe, controls, rotor components, and landing gear revealed damage consistent with the observed ground scars and reported sequence of events. An air conditioner compressor in the aft lower portion of the engine compartment was observed with the belt off its pulley. Damages to the belt were consistent with it chafing against the nuts on the driveshaft Thomas coupling. An incorrect belt was installed and the pulleys were misaligned. The support bracket for the compressor was loose and had missing rivets. The Helicopter's maintenance records showed that the air conditioner compressor had a belt change and the base plate was re-shimmed to realign the driveshaft and the compressor during the annual inspection. Examination of the engine revealed the engine did not sustain any damage. Fuel was present throughout the fuel supply system to the fuel nozzle. There were no impediments to the air flow in the engine compressor inlet section. Airframe damage was consistent with a powered rotor system. ## Aircraft - Registration: [N515AA](https://openairdocs.org/deregistered/N515AA-2013-06-07), registration cancelled 2013-06-07, S/N 3456, built 1981 (OpenAirDocs) - Reported make and model: Bell 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Registry engine: [Allison 250 SER 250HP](https://openairdocs.org/engine/allison-250-ser-250hp) (registry code 03002, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 3456 - Airframe hours: 15735 - Engines: Rolls-Royce 250-C208 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Other work use, Part 91 - Registered owner: Anthony Leasing Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2006 - Departed: KPMP, Pompano Beach, FL - Airport: KPMP, Pompanp Beach Airpark ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: minor; flight instructor, airline transport; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: airplane, helicopter; medical: class 1, with waivers/limitations; last flight review May 1, 2006; seat: right; flight hours: 11,850 total, 350 in this make and model, 7,600 as pilot in command, 42 in the last 90 days, 15 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 72 °F - Altimeter: 29.98 inHg ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060717017069A](https://openairdocs.org/incident/20060717017069A), Jul 17, 2006: Bell 206B, Pompano Beach, FL, Substantial damage. (-23) On July 17 2006 a Bell helicopter model 206B, serial number 3456, N515AA departed Pompano Beach airport (kpmp). This was a 14 CFR 91 flight and visual… 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.