Bell 230 accident near Gulf Of Mexico, Louisiana, March 17, 2011
On March 17, 2011 at about 3:00 pm local time, a Bell 230 (helicopter), registered N974RH, was substantially damaged in an accident during landing near Gulf Of Mexico, Louisiana (South Marsh Island #50 airport). It was a positioning 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
The pilot's failure to maintain adequate clearance from the safety skirting during the repositioning landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 2011 · about 3:00 pm local time
- Place
- Gulf Of Mexico, Louisiana · South Marsh Island #50 · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 230 · all 230s on the register
- Registration
- N974RH · registry record · serial 23020
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was asked to reposition the helicopter on the helideck in an effort to clear a space for a helicopter that was coming in to land. During the repositioning landing, the pilot felt a high frequency vibration and the helicopter began to shudder. The pilot landed and after egressing the helicopter, discovered that a piece of tail rotor skin was lodged in the skirting; the tailrotor had impacted the safety skirting. The helicopter's tailboom sustained substantial damage. The pilot reported that there were no preimpact mechanical malfunctions with the helicopter.
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
What happened, in order
- Collision during takeoff/land during landing defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Environmental issues › Physical environment › Object/animal/substance › (general) › Awareness of condition
Pilot
- Certificate: airline transport pilot, flight instructor, private
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter
- Flight time: 10,280 hours in all; 1,108 in this make and model; 134 in the last 90 days; 43 in the last 30 days; 10,145 as pilot in command; 1,550 on instruments
- Last flight review: December 6, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,205 hours
- Last inspection: continuous airworthiness programme, March 3, 2011
- Maximum gross weight: 8,400 lb
- Seats: 7
- Landing gear: fixed
- Engine 1: Allison 250-C30/G2 (turboshaft); 0 hours total
- Engine 2: Allison 250-C30/G2 (turboshaft); 0 hours total
- Operator: Republic Helicopters INC
The flight
- Departed from: 2TE1 Santa Fe TX at 1:45 pm
- Destination: PVT Gulf Of Mexico LA
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,100 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 30.20 inHg
- Observation at 2:55 pm from AXH, 195 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.