Bell 206 accident near Venice, Louisiana, April 13, 2011
On April 13, 2011 at about 3:30 pm local time, a Bell 206 (helicopter), registered N887T, was substantially damaged in an accident during taxi near Venice, Louisiana. It was an aerial observation flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper use of the collective and cyclic control during taxi operations, which induced a dynamic rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2011 · about 3:30 pm local time
- Place
- Venice, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B · all 206s on the register
- Registration
- N887T · no longer on the register · serial 2219
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was water-taxiing a fixed-float equipped helicopter in a right sideways direction when the helicopter rolled to the right, impacted the water, rolled inverted, and sank. The pilot, who was the sole occupant, was able to exit the inverted cockpit, inflate his life vest and swim to shore. The helicopter sustained substantial damage to the main rotor system, tail rotor, and fuselage. The pilot reported no preimpact mechanical anomalies with the helicopter. The characteristics displayed by the helicopter were indicative of it encountering a dynamic rollover.
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
- Loss of control on ground during taxi defining event
- Dynamic rollover during taxi
- Cabin safety event during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,500 hours in all; 7,000 in this make and model; 177 in the last 90 days; 47 in the last 30 days; 9,300 as pilot in command
- Last flight review: July 26, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 8,335 hours
- Last inspection: 100-hour inspection, March 21, 2011; 14 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250 (turboshaft); 0 hours total
- Operator: El Paso Cgp LLC
The flight
- Departed from: HUM Houma LA at 12:30 pm
- Destination: Venice LA
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 59°F (15°C)
- Altimeter: 30.09 inHg
- Observation at 3:51 pm from KBVE, 22 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.