Bell 206L-3 accident near GM, March 24, 2011
On March 24, 2011 at about 9:55 pm local time, a Bell 206L-3 (helicopter), registered N32041, was substantially damaged in an accident during takeoff near GM. It was flown under charter and air-taxi rules (Part 135). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to an engine compressor stall as a result of ingesting methane gas during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2011 · about 9:55 pm local time
- Place
- , GM · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N32041 · no longer on the register · serial 51539
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
After the helicopter was refueled with the engine running, the pilot departed from an offshore oil platform. The pilot and the two passengers reported a loud bang just after the turboshaft-powered helicopter lifted off. The pilot immediately lowered the helicopter’s nose and entered an autorotation to the water below; as the helicopter descended, the pilot activated the helicopter’s float system. The floats inflated; however, the helicopter impacted the water and rolled inverted. Examination of the helicopter’s engine found no preaccident mechanical malfunctions or failures that would have precluded normal operation. A review of data downloaded from the engine’s data monitoring system revealed a “spike” in the engine’s turbine outlet temperature and torque readings. The oil platform was venting un-ignited methane gas at the time the helicopter departed the platform. It is likely that the helicopter’s engine experienced a compressor stall due to ingesting the methane gas, and the pilot immediately reacted by initiating an autorotation.
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 engine power (partial) during takeoff defining event
- Autorotation Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Compressor section › Not specified
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,329 hours in all; 326 in this make and model; 98 in the last 90 days; 2,250 as pilot in command; 1,072 on instruments
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
The aircraft
- Airframe total time: 11,510 hours
- Last inspection: approved inspection programme, March 18, 2011
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30 SER (turboshaft); 0 hours total
- Operator: Phi INC
The flight
- Departed from: Main Pass 61A GM
- Destination: Main Pass 61A GM
Weather at the time
- Light: daylight
- Wind: from 040° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 29.96 inHg
- Observation at 10:11 pm from KMIS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
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.