Bell 206B accident near East Cameron 13, July 21, 2004
On July 21, 2004 at about 1:24 pm local time, a Bell 206B (helicopter), registered N133RT, was substantially damaged in an accident near East Cameron 13 (Air Logistics Heliport airport). It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel exhaustion. Contributing factors were the fuel quantity gauge's improper fuel level indication, missing instrument placard, company maintenance personnel's improper maintenance records, disregard for company procedures, and the inadequate surveillance by company personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2004 · about 1:24 pm local time
- Place
- East Cameron 13 · Air Logistics Heliport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N133RT · no longer on the register · serial 3262
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The 21,440-hour pilot reported that during cruise flight in the turbine powered single-engine helicopter, the engine lost power. The pilot initiated an autorotation to the water. Examination of the helicopter revealed no anomalies with the airframe or engine. Approximately 47 gallons of fluid was drained from the main fuel cell of the helicopter, of which approximately one quart of the fluid was consistent with fuel. The pilot who flew the helicopter during the previous flight informed company maintenance personnel about fuel quantity gauge indicating a higher fuel level and was inaccurate. Review of company records indicated company maintenance personnel placed an order for a fuel quantity gauge for the accident aircraft the day before the accident. The pilot of the accident flight recently had come on duty and this was his first flight in the accident aircraft. The pilot reported to the inspector that he did not observe any discrepancies noted regarding the airworthiness of the helicopter. Review of the aircraft maintenance records revealed no entries were made regarding the inaccurate fuel quantity gauge. Examination of the helicopter revealed there were no placards for the fuel quantity gauge being inoperative.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 21,440 hours in all; 8,720 in this make and model; 160 in the last 90 days; 80 in the last 30 days; 18,021 as pilot in command
- Last flight review: December 22, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Last inspection: approved inspection programme, June 6, 2004
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20-B (turboshaft); 0 hours total
The flight
- Departed from: NONE Vermillion 218 GM at 12:40 pm
- Destination: LA53 Grand Chenier LA
Weather at the time
- Light: daylight
- Wind: from 100° at 6 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from LCH, 25 miles away
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.