Bell 206B accident near Freeport, Texas, July 14, 1991
On July 14, 1991 at about 7:05 pm local time, a Bell 206B (helicopter), registered N16962, was substantially damaged in an accident near Freeport, Texas. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN SUFFICIENT ROTOR RPM DURING THE AUTOROTATION. FACTORS WERE THE FUEL EXHAUSTION INDUCED POWER LOSS DUE TO THE PILOT'S IMPROPER PRE-FLIGHT INSPECTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 1991 · about 7:05 pm local time
- Place
- Freeport, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N16962 · no longer on the register · serial 2362
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT THE FUEL GAUGE READ 74 GALLONS DURING HIS PRE FLIGHT INSPECTION AND THAT 10 MINUTES AFTER TAKEOFF, WHEN HE WAS ABOUT HALF WAY TO HIS DESTINATION, IT WAS READING 24 GALLONS. HE FURTHER STATED THAT WHEN HE WAS ABOUT 5 MILES FROM THE DESTINATION THE BOOST PUMP LIGHTS CAME ON AND THE GAUGE WAS READING 5 GALLONS. HE STATED THAT AT THAT POINT HE DECIDED TO EXECUTE A PRECAUTIONARY LANDING AND FIND THE PROBLEM. THE ENGINE FLAMED OUT DUE TO FUEL EXHAUSTION BEFORE HE COULD LAND AND HE ENTERED AUTOROTATION. DURING THE DESCENT THE PILOT NOTICED THAT HE WAS GOING TO HIT A BUSH AND HE EXTENDED HIS GLIDE OVER THE BUSH. AS A RESULT THE AIRCRAFT LANDED HARD IN A TAIL LOW ATTITUDE. INVESTIGATION REVEALED THAT THE PILOT HAD NOT VISUALLY CHECKED THE FUEL DURING THE PRE FLIGHT AND THAT THE AIRCRAFT HAD 20 GALLONS OF FUEL ON BOARD WHEN HE DEPARTED ON THE ACCIDENT FLIGHT. ALL OF THE FUEL SYSTEM COMPONENTS, INCLUDING THE FUEL GAUGE WERE FUNCTIONALLY TESTED AND OPERATED NORMALLY.
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: 2,773 hours in all; 2,098 in this make and model; 125 in the last 90 days; 1,996 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,336 hours
- Last inspection: annual inspection, July 13, 1991; 1 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Houston Helicopters, INC.
The flight
- Departed from: NONE Pearland TX at 6:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 12 statute miles
- Sky: scat at 3,000 ft
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from GLS, 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.
Other NTSB records under N16962 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.