Bell 206B accident near New Iberia, Louisiana, July 3, 1997
On July 3, 1997 at about 7:45 pm local time, a Bell 206B (helicopter), registered N49661, was substantially damaged in an accident near New Iberia, Louisiana. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper in-flight planning/decision. A related factor was his failure to follow the company procedure of maintaining visual contact with the external long-line cable, while hovering with it attached.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 1997 · about 7:45 pm local time
- Place
- New Iberia, Louisiana · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N49661 · registry record · serial 1826
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
After loading the external basket with seismic wire bundles weighing about 300 to 400 pounds, the pilot flew the external load attached to a 100 foot long-line cable to the staging field. He made an approach to the landing area into the wind, and placed the basket on the ground; however, he did not release it. He moved the helicopter to the left side of the basket and then descended laterally to the left approximately 20 feet to a hover height of about 10 feet. As he hovered the helicopter forward about 10 to 15 feet, he felt a jolt. The helicopter nosed down to the left and came to rest on its right side. The company's procedure for repositioning the helicopter to land with an external load attached was that 'the cable must remain in visual contact with the pilot at all times.' The pilot was to 'lay the cable out in front of or to the side of the pilot position in full view of the pilot.' The pilot successfully completed a Part 133 evaluation on 6/18/97. At the time of employment, the pilot had 42 hours of experience in long-line external load operations. Since then, he had accumulated approximately 25 flight hours of additional experience.
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: rotorcraft: helicopter
- Flight time: 3,100 hours in all; 3,020 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 14,426 hours
- Last inspection: annual inspection, July 9, 1996; 23 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: American Aviation, INC.
The flight
- Departed from: NONE
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 045° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
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.