Eurocopter EC120B accident near Ship Shoal 80, July 8, 2003
On July 8, 2003 at about 4:47 pm local time, a Eurocopter EC120B (helicopter), registered N162TA, was substantially damaged in an accident near Ship Shoal 80. It was an other work-use flight under general aviation rules (Part 91). 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 pilot's failure to maintain clearance with a parked/stationary aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 2003 · about 4:47 pm local time
- Place
- Ship Shoal 80 · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter EC120B · all EC120Bs on the register
- Registration
- N162TA · registry record · serial 1001
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that upon arriving at Ship Shoal 80 (SS-80) platform located in the Gulf of Mexico, he performed a fly-by and then proceeded to circle the platform to the right, so one of the passengers could take aerial photographs of another helicopter on the helipad. The pilot further reported that he setup for an approach from the north of the platform and came to a hover 4 to 5 feet above the helicopter-deck to see if there was enough room to land. After accessing the situation, he started to "slide to the left" and ascend. Subsequently, he "heard and felt a bang from the rear of the aircraft, followed by the low rotor rpm horn." Continuing his "slide to the left" to move away from the platform, he lowered the nose to gain forward airspeed. During the descent, he informed the passengers that they were going down and deployed the emergency floats. The pilot stated that the landing "was soft onto the water, and was stable upon touchdown." After shutdown of the helicopter, he initiated an evacuation onto an inflatable life raft. Examination of the helicopter after the accident revealed that the tips of all three main rotor blades were damaged. Further examination of the blade tips and the platform obstructions revealed that the main rotor tip path plane appeared to have contacted the main rotor blade tie-down sock of a parked/stationary helicopter that was in the proximity to where the accident helicopter was hovering.
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: 9,790 hours in all; 200 in this make and model; 9,690 as pilot in command
- Last flight review: April 21, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,414 hours
- Last inspection: 100-hour inspection, June 29, 2003; 5 hours since
- Maximum gross weight: 3,780 lb
- Seats: 5
- Landing gear: fixed
- Engine: Turbomeca Arrius 2F (turboshaft); 0 hours total
- Operator: Texair Helicopters INC
The flight
- Departed from: Vm-22 GM at 3:30 pm
- Destination: Ship Shoal 80 GM
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 160° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 1,500 ft
- Temperature: 88°F (31°C), dew point 88°F (31°C)
- Altimeter: 30.10 inHg
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.