Bell 206-L4 accident near High Island 471, December 31, 2002
On December 31, 2002 at about 3:15 pm local time, a Bell 206-L4 (helicopter), registered N177AL, was substantially damaged in an accident near High Island 471. 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 attempt to takeoff during known adverse weather conditions and failure to maintain control of the helicopter while maneuvering. Contributing factors were the gusty and high wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 2002 · about 3:15 pm local time
- Place
- High Island 471 · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L4 · all 206-L4s on the register
- Registration
- N177AL · no longer on the register · serial 52157
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While repositioning the helicopter on an offshore platform during gusty wind conditions, the pilot lost control of the helicopter. On the morning of the accident flight, the pilot completed a preflight of the helicopter and noted no discrepancies with the helicopter. After the preflight, the pilot delayed the flight until the winds subsided. After an uneventful engine start, the helicopter lifted off the platform to a 3 to 5-foot hover, and the pilot turned the helicopter 180 degrees into the wind. After a sudden wind gust of approximately 30 knots, the pilot set the helicopter back down onto the platform. The pilot stated that the wind gusts subsided to 20 knots, and he attempted to takeoff from the platform again. During the takeoff, the helicopter "immediately started to bounce uncontrollably and [slide] to the left (south)." The helicopter came to rest upright on the safety fence of the platform. The tail boom was partially separated, and the skids and the main rotor mast were bent. No pre-accident anomalies were noted during examination of the helicopter.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,500 hours in all; 200 in this make and model; 200 in the last 90 days; 65 in the last 30 days; 650 as pilot in command
- Last flight review: September 18, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,611 hours
- Last inspection: approved inspection programme, December 22, 2002; 32.4 hours since
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250C30P (turboshaft); 0 hours total
The flight
- Departed from: High Island 471 GM at 3:15 pm
- Destination: High Island 471 GM
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 25 knots, gusting 35
- Visibility: 5 statute miles
- Sky: overcast at 1,100 ft; clear
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
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.