Bell 206L-3 accident near East Cameron 78, October 18, 2001
On October 18, 2001 at about 2:40 pm local time, a Bell 206L-3 (helicopter), registered N348AL, was substantially damaged in an accident near East Cameron 78. It was flown under charter and air-taxi rules (Part 135). 3 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The hard landing due to the pilot's failure to maintain proper main rotor rpm. Contributing factors were the loss of engine power for undetermined reasons, and the pilot's failure to deploy the emergency floats.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 18, 2001 · about 2:40 pm local time
- Place
- East Cameron 78 · map
- Type
- Accident
- Injuries
- 3 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N348AL · no longer on the register · serial 51386
- 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 in cruise flight at 500 feet msl, when the pilot heard a "thud," and the helicopter yawed left. The engine lost power, and the pilot initiated an autorotation to the water. According to the pilot, he turned the helicopter to the right into the wind and "before the completion of the turn, the hydraulics quit." The helicopter landed "hard" on the water and rolled over. The pilot reported to the operator that he had deployed the emergency floats; however, an examination of the helicopter revealed that the floats had not been deployed. An examination of the fuel system revealed that the fire-shield to fuel nozzle fuel supply line contained no fuel. The contents of the fuel filter was tested and it was determined that the it contained 10 percent fuel and 90 percent sea water. All three fuel cells were empty; however, all three cells were compromised. According to the helicopter manufacturer's representative, "the damage observed on the main rotor hub and blades is consistent with what would be expected as a result of impact of a slow turning rotor. Examination of the airframe and engine did not disclose any structural or mechanical anomalies that would have prevented normal operation.
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, flight instructor
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,175 hours in all; 3,800 in this make and model; 146 in the last 90 days; 56 in the last 30 days; 14,848 as pilot in command
- Last flight review: April 22, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 8,282.8 hours
- Last inspection: approved inspection programme, October 11, 2001; 15 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: Vermilion 289 GM at 9:10 am
- Destination: 15LA Creole
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 48°F (9°C)
- Altimeter: 20.23 inHg
- Observation at 2:53 pm from LCH, 55 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.