Bell 407 incident near Eugene Island 182A, May 30, 2014
On May 30, 2014 at about 2:45 pm local time, a 1997 Bell 407 (helicopter), registered N1197, was involved in an incident during takeoff near Eugene Island 182A (Ei 182A airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper repair of the outer combustion case, which led to its ultimate failure due to the continued progression of a fatigue crack and resulted in a partial loss of engine power during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2014 · about 2:45 pm local time
- Place
- Eugene Island 182A · Ei 182A · map
- Type
- Incident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407, built 1997 · all 407s on the register
- Registration
- N1197 · registry record · serial 53151
- Damage
- Not recorded
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was conducting an on-demand air taxi commuter flight in the helicopter. The pilot reported that, after the helicopter lifted off of the oil platform and entered a hover, the engine started to lose power. He nosed the helicopter forward to clear the platform, and the low-rotor speed horn sounded and the warning light illuminated. The pilot subsequently inflated the floats, leveled the helicopter, and landed it in the water. After shutting down the engine and securing the main rotor, the passengers and pilot safely exited the helicopter. A postincident engine examination revealed a rupture in the brazed patch area of the outer combustion case (OCC). Metallurgical examination revealed a fatigue crack in the outer skin beneath and extending beyond the perimeter of the patch. The portion of the patch adjacent to the rupture had braze material nearly covering the mesh screen. The braze alloy had also flowed into the crack and covered portions of the fracture surface. The evidence is consistent with the patch being rebrazed after the crack had formed, likely in an attempt to repair the crack. In addition, the braze alloy composition in this area did not conform to the engineering drawing requirement. The engine maintenance manual permitted welding to repair OCC cracking; however, it did not authorize brazing to repair OCC cracking. The maintenance records provided by the operator indicated that cracks had been repaired by welding about 3 years before the incident. The records did not include any subsequent entries related to the OCC, which precluded a determination of when or by whom the unauthorized braze repair had been attempted. Although the OCC was last inspected about 100 hours before the accident, it could not be determined whether the cracking would have been visible or concealed under the repair patch at that time.
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
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Combustion section › Fatigue/wear/corrosion
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Combustion section › Failure
- cause Personnel issues › Task performance › Maintenance › Repair › Maintenance personnel
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 12,049 hours in all; 4,500 in this make and model; 165 in the last 90 days; 71 in the last 30 days; 11,826 as pilot in command
- Last flight review: February 24, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 16,420 hours
- Last inspection: continuous airworthiness programme, May 21, 2014; 101 hours since
- Maximum gross weight: 5,501 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls Royce 250-C47B (turboshaft); 2,460 hours total
The flight
- Departed from: Ei 182A GM at 2:45 pm
- Destination: IYA Abbeville LA
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: not recorded; not recorded
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Observation at 2:45 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 5 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on February 29, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Incident Recorder Data Plot | PDF, 1 page | View Download |
| 3 | Incident Recorder Tabular Data | PDF, 3 pages | View Download |
| 4 | Helicopter Flight and Discrepancy Log | PDF, 27 pages | View Download |
| 5 | Component Release Certificate | PDF, 1 page | View Download |
| 6 | Engine Maintenance Manual - Occ Inspection Procedure | PDF, 4 pages | View Download |
| 7 | Engine Maintenance Manual - Occ 150-HOUR Inspection Check Sheet | PDF, 1 page | View Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 9 | Photo of Incident - Occ | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.