Sikorsky S-76A accident near Morgan City, Louisiana, June 14, 1992
On June 14, 1992 at about 12:00 pm local time, a Sikorsky S-76A (helicopter), registered N2620, was substantially damaged in an accident near Morgan City, Louisiana (Mobil Heliport airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE SECOND PILOT'S FAILURE TO MAINTAIN AIRCRAFT CONTROL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 1992 · about 12:00 pm local time
- Place
- Morgan City, Louisiana · Mobil Heliport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky S-76A · all S-76As on the register
- Registration
- N2620 · no longer on the register · serial 760211
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE SECOND PILOT WAS FLYING THE HELICOPTER TO AN OFF SHORE OIL PLATFORM WHEN THE OIL COOLER DRIVE SHAFT SHEARED ON THE NUMBER TWO ENGINE. THE FLIGHT CREW PERFORMED THE EMERGENCY PROCEDURE FOR THE FAILURE AND INITIATED A PRECAUTIONARY RUN ON LANDING AT THEIR DEPARTURE LOCATION. THE SECOND PILOT LOST CONTROL OF THE HELICOPTER AS HE TAXIED ONTO A HELIPAD WHEN THE RIGHT MAIN LANDING GEAR CAUGHT THE EDGE RESULTING IN ITS COLLAPSE. THE TAILROTOR AND VERTICAL FIN STRUCK A TREE AND A FENCE BEFORE THE HELICOPTER LANDED HARD ONTO THE HELIPAD.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 14,582 hours in all; 5,237 in this make and model; 94 in the last 90 days; 48 in the last 30 days; 13,871 as pilot in command; 575 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,192 hours
- Last inspection: 100-hour inspection, June 13, 1992; 1 hours since
- Maximum gross weight: 10,500 lb
- Seats: 14
- Landing gear: retractable
- Engine: Allison 250C-30S (turboshaft); 0 hours total
- Fire on the ground
- Operator: Mobil Oil Explor Prod SE INC
The flight
- Destination: NONE Ship Shoal 72 GM
- Runway 7, 700 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 3,900 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 11:55 am from PTN, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.
Other NTSB records under N2620 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.