Bell 206L-1 accident near W Cameron 168, September 26, 2001
On September 26, 2001 at about 5:39 pm local time, a Bell 206L-1 (helicopter), registered N1067D, was substantially damaged in an accident near W Cameron 168. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the rotor tachometer generator, which resulted in a precautionary landing in the Gulf of Mexico. A contributing factor to the accident was the rough water condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 2001 · about 5:39 pm local time
- Place
- W Cameron 168
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N1067D · no longer on the register · serial 45435
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was on approach to an offshore platform, turning from base to final at 300 feet, when the pilot heard the low rotor rpm audio warning, and then noticed that the low rotor rpm warning light was illuminated. He initiated an autorotation and observed that the rotor rpm needle had dropped to zero. The pilot stated that as the helicopter was descending, he noticed feedback in the flight controls and decided that a precautionary landing was necessary. Subsequently, the pilot landed the helicopter in the water and shut down the engine. During the main rotor coast down, the tail rotor contacted a five foot wave, resulting in separation of the tail rotor drive shaft. The internal splines of the shaft and sleeve assembly of the rotor tachometer generator (part number 206-076-373-001) were found to be worn and not engaging. The failure of the rotor tachometer generator splines resulted in a loss of hydraulic pressure to the helicopter flight controls, since the hydraulic pump is driven by the rotor tachometer generator.
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: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,117 hours in all; 450 in this make and model; 268 in the last 90 days; 77 in the last 30 days; 1,901 as pilot in command
- Last flight review: July 23, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 22,337.9 hours
- Last inspection: approved inspection programme, August 18, 2001; 129.1 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C28B (turboshaft); 0 hours total
The flight
- Departed from: NONE Creole LA at 12:22 pm
- Destination: W Cameron 168 GM
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.