Bell 206B II accident near High Island, Texas, March 8, 1991
On March 8, 1991 at about 1:30 am local time, a Bell 206B II (helicopter), registered N59491, was substantially damaged in an accident near High Island, Texas. It was an other work-use flight under general aviation rules (Part 91). 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FOR OCCURRENCE #1 - INADEQUATE SUPERVISION BY THE OPERATOR IN LAUNCHING A HAZARDOUS MISSION WITHOUT AN ADEQUATE SLING/HARNESS, THE PILOT'S POOR JUDGEMENT IN ACCEPTING AND CONTINUING THE MISSION INTO LOW LIGHT CONDITIONS, AND THE CREWMEMBER'S INADVERTENT RELEASE OF HIS HOLD OF THE NYLON STRAP. FOR OCCURRENCES #2-4 - FAILURE OF THE TAIL ROTOR DRIVE SHAFT AS A RESULT OF ENTANGLEMENT OF AN UNSECURED NYLON STRAP.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 8, 1991 · about 1:30 am local time
- Place
- High Island, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B II · all 206B IIs on the register
- Registration
- N59491 · no longer on the register · serial 1291
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE MISSION WAS TO LOCATE AND MARK A DOWNED HELICOPTER FLOATING INVERTED OFFSHORE. A CREWMAN WAS LOWERED BY A NYLON STRAP TO ATTACH THE MARKER BOUY. AS DARKNESS SET IN, THE CREWMAN SIGNALED TO COME BACK ABOARD. THE OTHER OBSERVER THREW THE NYLON STRAP TO THE CREWMAN ON THE FLOATING HELICOPTER. THE INBOARD END OF THE STRAP WAS ATTACHED TO A SEAT BELT ANCHOR POINT. DURING THE RETRIEVAL THE CREWMAN RELEASED HIS HOLD ON THE STRAP AND FELL INTO THE WATER. DURING THE SUBSEQUENT SEARCH ACTIVITY THE CREWMAN WAS FOUND DROWNED. THE PILOT SUBSEQUENTLY REPORTED A LOW FUEL STATE TO THE PARTICIPATING U.S.COAST GUARD HELICOPTER AND RETURNED TOWARD GALVESTON. AS HE ARRIVED OVER THE BEACH THE PILOT EXPERIENCED A LOSS OF DIRECTIONAL CONTROL AND AUTOROTATED TO A HARD LANDING. THE NYLON STRAP THAT HAD BEEN LEFT HANGING OUTSIDE THE HELICOPTER HAD BECOME ENTANGLED AROUND THE TAIL ROTOR SHEARING THE DRIVE SHAFT.
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: 12,200 hours in all; 3,000 in this make and model; 36 in the last 90 days; 26 in the last 30 days; 12,200 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison C-250 (turboshaft); 0 hours total
- Operator: Dme Helicopters, INC.
The flight
- Departed from: GLS Galveston TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 080° at 8 knots
- Visibility: 5 statute miles
- Sky: overcast at 3,000 ft; scat at 1,200 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 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.