Bell 206B-3 accident near Creole, Louisiana, October 31, 1996
On October 31, 1996 at about 11:15 pm local time, a Bell 206B-3 (helicopter), registered N2043B, was substantially damaged in an accident near Creole, Louisiana. It was a business flight under external-load helicopter rules (Part 133). 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 inadequate preflight by failing to remove the 100 foot long line and the external cargo basket from the helicopter before takeoff, and/or his failure to ensure that clearance/altitude was maintained from the fence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 1996 · about 11:15 pm local time
- Place
- Creole, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B-3 · all 206B-3s on the register
- Registration
- N2043B · registry record · serial 3355
- Damage
- Substantial damage
- Flight
- Business flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was equipped with a 100 foot long line and an aluminum basket for transporting seismic equipment. The pilot arrived at a loading zone and began the daily flights. Total flight time for the day was about 2 hours. After the pilot completed the day's activities, the helicopter was to be repositioned to a different loading zone, where mechanics were to perform maintenance checks before the next day's flights. The pilot started the takeoff without checking the belly hook for the external line. He stated that he forgot that the long line and basket (aluminum mesh 4 feet x 5 feet x 3 feet) were still attached to the helicopter. During takeoff, the helicopter was about 50 to 60 feet above the ground, when the basket hung on a fence. The helicopter was then pulled down to the ground, and it came to rest on its right side. Damage occurred to the main rotors and drive train. The pilot was wearing a helmet, and the helicopters' fuel system was equipped with spill safe fittings.
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: 8,000 hours in all; 2,000 in this make and model; 250 in the last 90 days; 45 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 13,260 hours
- Last inspection: 100-hour inspection, September 20, 1996; 90 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 10:51 pm from LCH
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.