Aerospatiale AS-350-D and Bell 206L-1 mid-air collision near Galveston, Texas, July 11, 1989
On July 11, 1989 at about 7:52 pm local time, 2 aircraft, Aerospatiale AS-350-D (N3595B) and Bell 206L-1 (N1082H), were involved in a mid-air collision near Galveston, Texas (Scholes Fld airport). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF BOTH PILOTS TO SEE-AND-AVOID THE OTHER AIRCRAFT (INADEQUATE VISUAL LOOKOUT).
FAILURE OF BOTH PILOTS TO SEE-AND-AVOID THE OTHER AIRCRAFT (INADEQUATE VISUAL LOOKOUT).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 1989 · about 7:52 pm local time
- Place
- Galveston, Texas · Scholes Fld · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Aerospatiale AS-350-D · all AS-350-Ds on the register
- Registration
- N3595B · no longer on the register · serial 1072
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N1082H · no longer on the register · serial 45403
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Aerospatiale AS-350-D final · quoted from the NTSB record
AN AEROSPATIALE AS-350-D, N3595B, WAS IN CRUISE FLT & WAS TRANSITING THRU THE EDGE OF A CONTROL ZONE (NO TWR OPERG) AT 1200 FT MSL FROM SW TO NE, AFTER THE PLT HAD COMMUNICATED HIS POSITION/DIRECTION OF FLT ON UNICOM FREQ. ALSO, THE PLT OF BELL 206L-1, N1082H, HAD COMMUNICATED HIS DEPARTURE DIRECTION FROM THE COASTAL ARPT, AS HE WAS CLIMBING TO HIS CRUISE ALTITUDE ON A SOUTHEASTERLY HEADING. SUBSEQUENTLY, THE TWO HELICOPTERS CONVERGED & A MIDAIR COLLISION OCCURRED APRX 1.5 MI FROM THE COASTLINE OVER THE GULF OF MEXICO. BOTH HELICOPTERS DESCENDED UNCONTROLLED INTO THE GULF WATERS. THE AEROSPATIALE PILOT'S VISION WAS RESTRICTED DOWNWARD & LEFT BY THE COCKPIT CONSOLE. THE BELL PILOT'S VISION WAS RESTRICTED UPWARD & TO THE RIGHT BY THE DOOR FRAME. THE ANGLE BETWEEN THE FLT PATHS WAS ABOUT 105 DEGS.
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 NTSB's narrative for the Bell 206L-1 final · quoted from the NTSB record
AN AEROSPATIALE AS-350-D, N3595B, WAS IN CRUISE FLT & WAS TRANSITING THRU THE EDGE OF A CONTROL ZONE (NO TWR OPERG) AT 1200 FT MSL FROM SW TO NE, AFTER THE PLT HAD COMMUNICATED HIS POSITION/DIRECTION OF FLT ON UNICOM FREQ. ALSO, THE PLT OF BELL 206L-1, N1082H, HAD COMMUNICATED HIS DEPARTURE DIRECTION FROM THE COASTAL ARPT, AS HE WAS CLIMBING TO HIS CRUISE ALTITUDE ON A SOUTHEASTERLY HEADING. SUBSEQUENTLY, THE TWO HELICOPTERS CONVERGED & A MIDAIR COLLISION OCCURRED APRX 1.5 MI FROM THE COASTLINE OVER THE GULF OF MEXICO. BOTH HELICOPTERS DESCENDED UNCONTROLLED INTO THE GULF WATERS. THE AEROSPATIALE PILOT'S VISION WAS RESTRICTED DOWNWARD & LEFT BY THE COCKPIT CONSOLE. THE BELL PILOT'S VISION WAS RESTRICTED UPWARD & TO THE RIGHT BY THE DOOR FRAME. THE ANGLE BETWEEN THE FLT PATHS WAS ABOUT 105 DEGS.
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 for the Aerospatiale AS-350-D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,710 hours in all; 545 in this make and model; 131 in the last 90 days; 39 in the last 30 days; 2,657 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,874 hours
- Last inspection: approved inspection programme, June 9, 1989; 58 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming LTS-101 (turboshaft); 0 hours total
The flight
- Departed from: NONE Mt 606 GM at 7:10 pm
- Destination: SBI Sabine Pass TX
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 11 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 77°F (25°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from GLS, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Bell 206L-1 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: 6,894 hours in all; 4,862 in this make and model; 135 in the last 90 days; 17 in the last 30 days; 6,044 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,941 hours
- Last inspection: approved inspection programme, June 29, 1989; 40 hours since
- Maximum gross weight: 4,050 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C28 (turboshaft); 0 hours total
- Operator: Offshore Logistics
The flight
- Departed from: GLS Galveston TX at 7:50 pm
- Destination: NONE Hi 582 GM
- Runway 0
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.