Bell 206-L4 accident near Patterson, Louisiana, January 28, 2004
On January 28, 2004 at about 3:30 pm local time, a Bell 206-L4 (helicopter), registered N207RT, was substantially damaged in an accident near Patterson, Louisiana. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight separation of the helicopter's left winglet due to pre-existing cracks resulting in the winglet striking the tail rotor in-flight, and subsequent loss of directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 28, 2004 · about 3:30 pm local time
- Place
- Patterson, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L4 · all 206-L4s on the register
- Registration
- N207RT · no longer on the register · serial 52207
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The 10,300-hour pilot reported that while in cruise flight at an altitude of 500 feet and 110 knots, he heard a "loud" bang followed by "severe" and constant vibration. He stated that the pedal inputs "seemed" to have no effect in correcting the yawing of the aircraft. It was apparent to the pilot that continued flight would be impossible, and he elected to perform a forced landing. The pilot began a 180-degree autorotation to the left. While in the turn, the pilot made a "mayday" call, and reduced the throttle, which had no effect. Once the pilot closed the throttle, the "pounding and vibration" lessened. After the aircraft rolled out, and was level at 100 to 150 feet, the pilot realized they were going to hit the levee of the pond. He pulled a little collective to clear the levee, performed a cyclic turn to the right, and cushioned the landing. When the helicopter landed, the main rotor blade contacted the tailboom. Examination of the wreckage by the operator and a FAA inspector, who responded to the accident site, revealed structural damage to the tailboom. Strike marks on the tailboom, corresponding to the main rotor blade top path plane, were found adjacent to the #7 tail rotor drive shaft segment. Additionally, the left horizontal stabilizer winglet device was not found. Further examination revealed a ten-inch crack in the fixture securing the left winglet to the horizontal stabilizer. The right winglet, which was found, also had a pre-existing crack in the same area. The cracks were not visible during a visual inspection, and the crack area is under a line of structural adhesive used during manufacture of the horizontal stabilizer, and can only be seen when the winglet is removed. According to the operator, the 10-inch crack that was discovered on the left winglet appeared to have existed for some time. The operator stated that the winglet could have separated from helicopter in-flight, and struck the tail rotor, resulting in the "loud bang" that was heard by the pilot, and subsequent loss of directional control.Other than the winglet, examination of the helicopter, and its drive and flight control components did not reveal any pre-existing anomalies that could have contributed to the accident.
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
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,391 hours in all; 3,600 in this make and model; 250 in the last 90 days; 54 in the last 30 days; 10,250 as pilot in command
- Last flight review: October 8, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,880.8 hours
- Last inspection: approved inspection programme, January 21, 2004; 35.7 hours since
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: NONE Sp-10 GM at 2:50 pm
- Destination: PTN Patterson LA
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 16°F (-9°C)
- Altimeter: 30.46 inHg
- Observation at 3:55 pm from KPTN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.