Bell 407 accident near Gilchrist, Texas, December 29, 2000
On December 29, 2000 at about 1:30 pm local time, a Bell 407 (helicopter), registered N407MM, was destroyed in an accident near Gilchrist, Texas. It was a positioning flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of control for reasons undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 29, 2000 · about 1:30 pm local time
- Place
- Gilchrist, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407 · all 407s on the register
- Registration
- N407MM · registry record · serial 53060
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a repositioning flight conducted in visual meteorological conditions, the helicopter disappeared over the Gulf of Mexico. No distress calls from the pilot were received. The main wreckage was located 2 days after the accident, with about 3-feet of the tail boom still attached. Deformation of the wreckage indicated evidence of an uncontrolled impact with the water. Five days later another section (middle) of the tail boom was recovered, floating about 60 miles from the main wreckage. When examined, this section revealed 4 tail rotor blade strike marks in relative distance along the tail boom of the tail rotor tip path plane. Fifty-eight days later, the aft most section of the tail boom was found washed up on the shoreline. Examination of this section revealed a missing rod end, which was part of the tail rotor pitch control system. It could not be determined if the rod end came loose in flight or during the impact with the water. According to the autopsy report, the pilot's death was due to traumatic injury with a "contributing" cause of an "acute occlusion to left anterior descending coronary artery of the heart." No definite conclusions could be drawn as to the reason for the loss of control.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,984 hours in all; 58 in this make and model; 100 in the last 90 days; 34 in the last 30 days; 1,487 as pilot in command
- Last flight review: October 9, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 4,429 hours
- Last inspection: approved inspection programme, December 26, 2000; 8 hours since
- Maximum gross weight: 5,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C47B (turboshaft); 0 hours total
- Operator: Petroleum Helicopters, INC.
The flight
- Departed from: NONE Cameron LA at 1:13 pm
- Destination: GLS Galveston TX
Weather at the time
- Light: daylight
- Wind: from 340° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 1:52 pm from GLS, 18 miles away
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.