Bell 206L-3 accident near E.I. 276, Louisiana, August 13, 2003
On August 13, 2003 at about 4:30 pm local time, a Bell 206L-3 (helicopter), registered N41128, was substantially damaged in an accident near E.I. 276, Louisiana (E.I. 276 airport). It was flown under charter and air-taxi rules (Part 135). 3 people were killed, 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate compensation for crosswind conditions and the directional control not obtained/maintained by the pilot during takeoff. Contributing factors were the crosswind and the planned approach to position the helicopter with a crosswind in order to perform hot refueling adjacent to the helideck refueling station.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 2003 · about 4:30 pm local time
- Place
- E.I. 276, Louisiana · E.I. 276 · map
- Type
- Accident
- Injuries
- 3 people were killed, 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N41128 · no longer on the register · serial 51134
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The on-demand offshore helicopter flight received substantial damage when, according to a witness, it rolled right and off the platform during takeoff. A passenger aboard the flight said that the distance between the helicopter's right landing gear skid and the refueling station was enough to allow two people to walk through. Examination of the wreckage and platform revealed the presence of witness marks and paint transfer on the helideck and right landing skid. Visual meteorological conditions prevailed at the time of the accident. Witnesses reported that the helicopter landed next to the refueling station on the helideck with a left crosswind of 10-20 mph and one of these witnesses said that the winds increased to 45-50 mph with misting rain. Another witness said that the wind was high and increased in intensity. Rain was also present and he noted a bolt of lightning in the vicinity. No anomalies were noted with the helicopter's propulsion and flight control systems.
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
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 10,414 hours in all; 6,866 in this make and model; 57 in the last 90 days; 7 in the last 30 days; 10,286 as pilot in command
- Last flight review: August 7, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 12,534 hours
- Last inspection: approved inspection programme, August 8, 2003; 5.3 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250C30P (turboshaft); 0 hours total
- Operator: Petrolium Helicopters Inc.
The flight
- Departed from: E.I. 276 LA at 4:30 pm
- Destination: 7LSR Intracoastal Ci LA
Weather at the time
- Light: daylight
- Wind: from 180° at 23 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft; clear
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.04 inHg
- Observation at 4:53 pm from K3B6, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 | 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.