Bell 206-B3 accident near Galveston 395, September 12, 2003
On September 12, 2003 at about 9:00 pm local time, a Bell 206-B3 (helicopter), registered N12HT, was destroyed in an accident near Galveston 395. It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The reason for loss of control was undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 2003 · about 9:00 pm local time
- Place
- Galveston 395 · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-B3 · all 206-B3s on the register
- Registration
- N12HT · registry record · serial 3064
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The 19,000-hour pilot stated he rolled the throttle up to 70% and reached up to turn the generator on when the helicopter started "bouncing and seemed to be centered on the mast as the helicopter rocked on all four corners of the skids." The pilot then verified the collective was all the way down. The helicopter began to spin and he was unable to control with the anti-torque pedals. The pilot stated he centered the cyclic and the "rocking" continued. He rolled the throttle back to flight idle and noticed the helicopter was going over the edge of the platform. Subsequently, the pilot "rolled the throttle to full open as he pulled the collective." The pilot further reported he didn't believe the helicopter developed full power prior to impacting the water. The helicopter landed upright on the water, and came to rest on its right side. The floats were not deployed prior to impact with the water. Despite multiple attempts, the helicopter has not been located and is presumed to be destroyed.
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, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: balloon; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 19,000 hours in all; 401 in this make and model; 50 in the last 90 days; 10 in the last 30 days; 15,000 as pilot in command; 5,000 on instruments
- Last flight review: September 10, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,084.8 hours
- Last inspection: 100-hour inspection, July 31, 2003; 83.8 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: Gls395 GM
- Destination: 97TE Freeport TX
Weather at the time
- Light: daylight
- Wind: from 025° at 5 knots, gusting 10
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.