Bell 206L3 accident near Gulf Of Mexico, June 29, 2002
On June 29, 2002 at about 3:00 pm local time, a Bell 206L3 (helicopter), registered N255EV, was substantially damaged in an accident near Gulf Of Mexico. 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 pilot's failure to maintain proper rotor RPM during engine shutdown due to high wind conditions, which resulted in the main rotor blades contacting the tailboom. A contributing factor was the gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2002 · about 3:00 pm local time
- Place
- Gulf Of Mexico · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L3 · all 206L3s on the register
- Registration
- N255EV · no longer on the register · serial 895089
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After landing on the offshore platform, the pilot positioned the helicopter into the prevailing headwind and initiated engine shutdown procedures. The pilot reported that the wind at this time was from the southeast at 15 to 20 knots, and the rain remained about 2 miles southeast of the platform. The pilot further stated that within seconds after shutting down the engine "the wind picked up to 50-60 knots, while the rain was still about 1-2 miles away." The pilot added that he applied the rotor brake after the rotor had slowed to 35-40 percent; however, the rotor brake did not appeared to have any effect in slowing down the rotor system. As the rotor system was buffeted by strong wind, the rotor system became unbalanced and eventually struck the tail boom approximately 2 feet forward of the tail rotor gear box.
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: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,000 hours in all; 1,000 in this make and model; 120 in the last 90 days; 60 in the last 30 days; 5,200 as pilot in command
- Last flight review: July 12, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,773.8 hours
- Last inspection: 100-hour inspection, June 5, 2002; 60 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30 (turboshaft); 0 hours total
- Operator: Evergreen Helicopters International INC.
The flight
- Departed from: Gulf Of Mexico GM at 2:50 pm
Weather at the time
- Light: daylight
- Wind: from 135° at 50 knots, gusting 60
- Visibility: 5 statute miles
- Temperature: 88°F (31°C), dew point 66°F (19°C)
- Altimeter: 30.01 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.