Mbb BO-105 accident near South Marsh 113, December 5, 1988
On December 5, 1988 at about 8:06 pm local time, a Mbb BO-105 (helicopter), registered N2785B, was substantially damaged in an accident near South Marsh 113. It was a flight of an unrecorded kind 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
FAILURE AND SEPARATION OF ONE OF THE TAIL ROTOR BLADES FOR UNDETERMINED REASONS. THR RESULTING IMBALANCE AND VIBRATION CAUSED THE SEPARATION OF THE 90 DEGREE GEARBOX AND A PORTION OF THE VERTICAL PYLON WHICH NECESSITATED THE EMERGENCY AUTOROTATION TO THE WATER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 5, 1988 · about 8:06 pm local time
- Place
- South Marsh 113
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mbb BO-105
- Registration
- N2785B · no longer on the register · serial 636
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
AS THE HELICOPTER WAS CLIMBING THRU ABOUT 500 FT, THE PLT HEARD A LOUD NOISE, FELT A SEVERE VIBRATION & SAW DEBRIS FALLING IN FRONT OF THE ACFT. HE BEGAN AN AUTOROTATION & DEPLOYED THE EMERGENCY FLOATS BEFORE LANDING ON WATER IN THE GULF OF MEXICO. THE HELICOPTER REMAINED AFLOAT & THE OCCUPANTS DEPLOYED & ENTERED A RAFT FROM WHICH THEY WERE PICKED UP ABOUT 1 HR LATER. AN INVESTIGATION REVEALED THAT ONE OF THE TAIL ROTOR BLADES HAD SEPARATED & STRUCK A MAIN ROTOR BLADE. THE RESULTING IMBALANCE CAUSED THE GEARBOX TO SEPARATE & FALL IN THE WATER. THE 90 DEG GEARBOX, TAIL ROTOR HUB AND TAIL ROTOR BLADES WERE NOT RECOVERED FROM THE GULF OF MEXICO.
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
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,826 hours in all; 406 in this make and model; 62 in the last 90 days; 27 in the last 30 days; 8,425 as pilot in command; 36 on instruments
- Medical certificate: None (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,751 hours
- Last inspection: approved inspection programme, October 28, 1988; 49 hours since
- Maximum gross weight: 5,291 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Air Logistics
The flight
- Departed from: SMI7 South Marsh 7 GM at 8:02 pm
- Destination: PTN Patterson LA
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 7 knots
- Visibility: 7 statute miles
- Sky: scat at 180 ft
- Temperature: 64°F (18°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N2785B the same tail number, which may have belonged to a different aircraft at the time
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.