Bell 206L-1 accident near Amelia, Louisiana, July 17, 1997
On July 17, 1997 at about 11:30 am local time, a Bell 206L-1 (helicopter), registered N3892R, was substantially damaged in an accident near Amelia, Louisiana (Lake Palourde Base Heli airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
partial loss of engine power due to frog(s) being ingested into the engine. Factors relating to the accident were: the lack of altitude and lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 1997 · about 11:30 am local time
- Place
- Amelia, Louisiana · Lake Palourde Base Heli · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-1 · all 206L-1s on the register
- Registration
- N3892R · no longer on the register · serial 45594
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After completing hover checks, the pilot initiated a takeoff through a cut in the trees. At about 60 feet AGL and 40 knots, a 'loud bang' occurred. The helicopter 'yawed left and the rotor rpm began to decay.' The pilot initiated an autorotation and made a 'hard/steep right turn' towards the only available landing area 75 yards to his right rear. The helicopter landed hard on its right skid and rolled over coming to rest on its right side. The engine was test run, and its performance exceeded new engine specifications. Following the test run, the engine was partially disassembled and inspected. Indications of blood and flesh were found in the impeller and through the compressor air discharge tubes. This finding was consistent with other engines that had been examined and found to have ingested green tree frogs. The pilot also reported that during his preflight inspection, he did not observe any green tree frogs.
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; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,735 hours in all; 283 in this make and model; 145 in the last 90 days; 62 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 25,007 hours
- Last inspection: approved inspection programme, June 27, 1997; 73 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C28B (turboshaft); 0 hours total
The flight
- Departed from: 7R3 at 11:30 am
- Destination: Ship Shoal 214 GM
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.
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.