Bell 206L-1/C-30P accident near Morgan City, Louisiana, September 13, 1996
On September 13, 1996 at about 12:10 pm local time, a Bell 206L-1/C-30P (helicopter), registered N2654, was substantially damaged in an accident near Morgan City, Louisiana. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person had minor injuries; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of tail rotor control as result of a tail rotor blade strike by an undetermined object. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 1996 · about 12:10 pm local time
- Place
- Morgan City, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1/C-30P 206L-1/C-3 · all 206L-1/C-30Ps on the register
- Registration
- N2654 · no longer on the register · serial 45482
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was in route to South Marsh 243C in the Gulf Of Mexico from Morgan City, Louisiana. Approximately 5 minutes into the flight, at an altitude of 500 feet AGL, 'a loud continuous, chattering and violent vibration started without warning.' During the emergency landing to a canal, about 50 feet above the trees, the vibration totally ceased; however, the helicopter began turning to the right. At this time the pilot initiated an autorotation and deployed the floats. The helicopter touched down on the water in a level attitude at 20 to 25 MPH, and the helicopter came to rest on its side. One tail rotor blade was sheared from the leading edge to the trailing edge at the outboard end. Scanning of the sheared area by energy dispersive x-ray analysis (EDXA) revealed elements of lead and chromium in one area, and titanium, iron, nickel and chromium in another area. Examination of the area which contained the elements of lead and chromium with an optical microscope at 60X magnification, revealed particles of red paint within this area. The object that struck the tail rotor blade could not be determined.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,000 hours in all; 7,000 in this make and model; 90 in the last 90 days; 60 in the last 30 days; 16,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 16,603 hours
- Last inspection: approved inspection programme, September 12, 1996; 0 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
The flight
- Departed from: 5LA2 at 12:05 pm
- Destination: So. Marsh 243 GM
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 75°F (24°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 4 |
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.