Bell 206L-3 accident near South Pelto #1, February 15, 1992
On February 15, 1992 at about 7:00 pm local time, a Bell 206L-3 (helicopter), registered N3120X, was destroyed in an accident near South Pelto #1. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S INABILITY TO CONTROL THE HELICOPTER DUE TO SPATIAL DISORIENTATION. FACTORS WERE THE FOG AND THE PILOT'S FAILURE TO RECEIVE A WEATHER BRIEFING PRIOR TO THE FLIGHT.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 1992 · about 7:00 pm local time · cases in 1992
- Place
- South Pelto #1
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell 206L-3 · all 206L-3s on the register
- Registration
- N3120X · registry record · serial 51532
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUMENT RATED COMMERCIAL PILOT ENCOUNTERED A FOG BANK WHILE IN CRUISE FLIGHT AT 500 FEET. WITHIN SECONDS AFTER ENTERING THE CLOUDS, AND TURNING LEFT IN AN ATTEMPT TO RETURN TO VMC, THE PILOT EXPERIENCED SPATIAL DISORIENTATION. THE HELICOPTER IMPACTED THE WATER ABOUT ONE MINUTE LATER. THE PILOT AND HIS PASSENGER WERE RESCUED AFTER FLOATING IN THE WATER FOR THREE AND ONE HALF HOURS. THE PILOT DID NOT OBTAIN A WEATHER BRIEFING PRIOR TO THE FLIGHT.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,117 hours in all; 87 in this make and model; 35 in the last 90 days; 4 in the last 30 days; 1,902 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 120 hours
- Last inspection: continuous airworthiness programme, February 3, 1992; 30 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250C-30P (turboshaft); 0 hours total
- Operator: Petroleum Helicoters, INC.
The flight
- Departed from: NONE Eugene Island GM at 6:22 pm
- Destination: HUM Houma LA
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Sky: not recorded
- Temperature: 70°F (21°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Connections how this case links to the rest of the register
- N3120X on the register today · the tail number may have moved to another aircraft since
- Bell 206 JetRanger and LongRanger 1,453 registered today · the model family and its accident history
- Bell 3,080 aircraft on the register
- Engine: Allison 250C-30P 25 aircraft carry this series today · as the NTSB recorded it
- Houma-Terrebonne Airport · bound for
The whole map of how records connect · these connections as data: /graph/accident/FTW92LA070.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.