Continental Copters EL TOMCAT MK-5A accident near Lafayette, Louisiana, October 1, 1996
On October 1, 1996 at about 3:00 pm local time, a Continental Copters EL TOMCAT MK-5A (helicopter), registered N7MH, was substantially damaged in an accident near Lafayette, Louisiana. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to ensure a proper preflight and the groundcrew's failure to remove the tiedown. Factors were pilot and groundcrew fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1996 · about 3:00 pm local time
- Place
- Lafayette, Louisiana
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Continental Copters EL TOMCAT MK-5A EL TOMCAT
- Registration
- N7MH · registry record · serial MHTE-7
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he and his groundcrew were preparing to commence an aerial application job for a farmer who was reportedly 'anxious' to get the job underway. The helicopter was transported to the job site on a trailer from which it was normally operated. After a preflight, the pilot prepared to take off from the trailer. Upon lift-off, the rear portion of the left skid became 'snagged' on the left rear tiedown. According to a witness and the pilot, the aircraft 'pitched up, rolled left', and at 'least one of the main rotor blades struck the ground.' Subsequently, the skid broke loose from the tie down, and the nose pitched down and impacted the ground. During this sequence, the tail boom separated from the helicopter. The pilot reported that he and his groundcrew were fatigued when they arrived on the job. During a 168 day time period, he had flown over 400 hours, and had spent approximately 656 hours driving to jobs. He reported his normal work day to be 0500 to 2300 (allowing 6 hours for sleep). The pilot stated that he needed 8 hours of sleep on average to feel fully rested.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,700 hours in all; 4,000 in this make and model; 300 in the last 90 days; 150 in the last 30 days; 11,700 as pilot in command; 2,700 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: annual inspection, September 1, 1996; 200 hours since
- Maximum gross weight: 2,450 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming VO-435-A1F (piston); 0 hours total
The flight
- Departed from: NONE at 3:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 77°F (25°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
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.
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.