Bell 206B accident near Rockport, Texas, December 1, 2000
On December 1, 2000 at about 10:19 pm local time, a Bell 206B (helicopter), registered N222LM, was substantially damaged in an accident near Rockport, Texas. It was a positioning flight under general aviation rules (Part 91). 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 loss of engine power during cruise flight due to the fatigue fracture of the compressor coupling adapter. A contributing factor was the high sea condition existing for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 1, 2000 · about 10:19 pm local time
- Place
- Rockport, Texas
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N222LM · no longer on the register · serial 1916
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was returning to shore from an oil platform. The pilot had just made a "5 mile advisory call" announcing his intention to land at his destination when the engine chip light illuminated; this was followed by an immediate loss of engine power. The pilot initiated an autorotation, inflated the floats and made a mayday call. During the descent, he "had full [aircraft] control to include tail rotor authority." During landing, the tail rotor blades entered the water resulting in sudden stoppage of the tail rotor, which twisted the tail rotor drive shaft apart. Following the landing, the helicopter remained upright, and the pilot exited the helicopter after the main rotor blades came to a stop due to the "waves and wind." After he moved away from the helicopter, it rolled over. The pilot reported that the wind was from 045 degrees at 15 knots gusting to 25 knots. An examination of the turbine engine revealed that the N1 gas producer would not turn. Disassembly of the engine revealed that the compressor coupling adapter was fractured. Metallurgical examination indicated that the compressor coupling adapter had failed due to fatigue initiating from fretting at the outer surface where it contacted the impeller. The source of the fretting could not be determined.
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: 2,354 hours in all; 707 in this make and model; 134 in the last 90 days; 39 in the last 30 days; 1,625 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 20,893 hours
- Last inspection: 100-hour inspection; 49 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: Matagorda 603 GM at 9:55 pm
- Destination: RKP
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 045° at 15 knots, gusting 25
- Visibility: 10 statute miles
- Sky: scat at 3,500 ft
- Temperature: 149°F (65°C), dew point 140°F (60°C)
- Altimeter: 30.00 inHg
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.