Bell 206L-3 accident near Cameron, Louisiana, August 24, 2001
On August 24, 2001 at about 12:15 pm local time, a Bell 206L-3 (helicopter), registered N350AL, was destroyed in an accident near Cameron, Louisiana. It was flown under charter and air-taxi rules (Part 135). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel contamination due to the combination of DIEGME, water, and bacterial growth, which resulted in formation of an apple-jelly type material that blocked the fuel nozzle screen and led to a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 2001 · about 12:15 pm local time
- Place
- Cameron, Louisiana · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N350AL · registry record · serial 51429
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was in cruise flight over the Gulf of Mexico when it began to vibrate and shudder. The pilot lowered the collective control to initiate an autorotation and the engine lost power. During the ensuing autorotation, the helicopter's floats were deployed. The pilot attempted to decelerate the helicopter; however, the controls became stiff, and subsequently, the helicopter hit the water hard. Examination of the helicopter's fuel system revealed that the fuel nozzle inlet screen was collapsed and the screen was 80 to 90% contaminated with a brown material with a polymeric-like to varnish-like appearance. The screen was examined by a laboratory, and it was determined that DIEGME, a fuel additive used as an icing inhibitor, was present on the screen. The helicopter's operating environment is such that salt water could have been introduced into the fuel system. The presence of water and fuel would allow bacteria to grow. The combination of bacterial growth, DIEGME, and water resulted in the formation of an "apple-jelly" type material, which then adhered to the fuel system components (fuel nozzle screen). The blockage and collapse of the fuel nozzle screen resulted in an interruption of fuel flow, and the subsequent loss of engine power.
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: 2,800 hours in all; 600 in this make and model; 2,600 as pilot in command
- Last flight review: November 20, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 9,429.4 hours
- Last inspection: approved inspection programme, July 20, 2001; 106.4 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C30 (turboshaft); 0 hours total
The flight
- Departed from: 39LA Cameron LA at 12:09 pm
- Destination: W. Cameron 149
Weather at the time
- Light: daylight
- Visibility: 3 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 30.02 inHg
- Observation at 12:11 pm from LCH, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.