Bell 206 accident near Houma, Louisiana, August 12, 2007
On August 12, 2007 at about 6:09 pm local time, a Bell 206 (helicopter), registered N85TC, was substantially damaged in an accident near Houma, Louisiana. It was flown under charter and air-taxi rules (Part 135). 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 properly secure all loose items prior to takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 2007 · about 6:09 pm local time
- Place
- Houma, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 · all 206s on the register
- Registration
- N85TC · no longer on the register · serial 51143
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The single-engine helicopter was conducting a round-robin flight between two offshore oil platforms. On the return flight, the pilot heard an unusual noise followed by "pronounced roughness in the tail rotor system." After a few seconds the roughness decreased and the pilot determined that the tail rotor was still functional. After landing, the pilot performed a post-flight inspection of the helicopter and discovered a metal wire wrapped around both sides of the tail rotor. Post accident examination revealed structural damage to the tail rotor blades, the tail boom, and the lower portion of the vertical fin assembly, including the tail skid. According to the pilot's statement a 3-foot-by-4- foot sunshade used to protect the cockpit windows, departed the helicopter during the flight. The pilot reported that he had failed to properly secure the sunshade prior to takeoff, which inadvertently exited an open window and became entangled in the tail rotor system. The 11,944-hour airline transport rated pilot reported having accumulated 375-hours in the same make and model 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
Pilot
- Certificate: airline transport pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,944 hours in all; 375 in this make and model; 114 in the last 90 days; 37 in the last 30 days; 8,244 as pilot in command
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,213.5 hours
- Last inspection: 100-hour inspection, July 1, 2007; 29.8 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: Ss99A TX at 6:00 pm
- Destination: Ss110 TX
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.