Bell 206B-III accident near S.Timbalier 151, January 3, 1989
On January 3, 1989 at about 6:50 pm local time, a Bell 206B-III (helicopter), registered N22704, was destroyed in an accident near S.Timbalier 151 (S. Tim 151 airport). It was an other work-use flight under external-load helicopter rules (Part 133). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A COLLISION BETWEEN THE AIRCRAFT AND THE PLATFORM DURING THE EMERGENCY AUTOROTATION WHICH CAUSED THE LEFT SKID AND FLOAT TO SEPARATE AND DESTABILIZED THE AUTOROTATION. THE COLLISION WAS PROBABLY UNADOIDABLE DUE TO THE MANEUVER THAT WAS BEING CONDUCTED AT THE ONSET OF THE EMERGENCY. THE EMERGENCY LANDING WAS ATTEMPTED FOLLOWING AN ENGINE FAILURE THAT WAS THE RESULT OF A TOTAL COMPRESSOR FAILURE. THE COMPRESSOR FAILURE WAS CAUSED BY A FATIGUE FAILURE OF THE SIXTH STAGE WHEEL WHICH SEPARATED. THE FAILURE WAS INITIATED DUE TO A CASTING INCLUSION IN THE WHEEL WHICH WAS NOT DETECTED DURING THE MANUFACTURING PROCESS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 1989 · about 6:50 pm local time
- Place
- S.Timbalier 151 · S. Tim 151
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B-III · all 206B-IIIs on the register
- Registration
- N22704 · no longer on the register · serial 3614
- Damage
- Destroyed
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT EXPERIENCED AN ENG FAILURE DURING A SLING LOAD PICK UP ON AN OFFSHORE PLATFORM. DURING THE AUTOROTATION, THE LEFT SKID AND FLOAT STRUCK A HANDRAIL ON THE RIG AND SEPARATED. THE ACFT IMPACTED THE WATER, NOSE LOW, AND ROLLED OVER AS A RESULT OF THE SEPARATED FLOAT. INVESTIGATION REVEALED THAT THE ENG FAILURE WAS A RESULT OF A 6TH STAGE COMPRESSOR WHEEL FATIGUE FAILURE. THE WHEEL FATIGUE ORIGINATED AT A CASTING INCLUSION THAT HAD NOT BEEN DETECTED DURING THE MANUFACTURING PROCESS.
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: 3,522 hours in all; 1,431 in this make and model; 134 in the last 90 days; 55 in the last 30 days; 3,143 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,213 hours
- Last inspection: approved inspection programme, December 18, 1988; 45 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: S.T. 151 at 6:45 pm
- Destination: S.T. 151
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 1,500 ft
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from 300, 15 miles away
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.