Sikorsky S-76A accident near Patterson, Louisiana, September 22, 1997
On September 22, 1997 at about 10:30 am local time, a Sikorsky S-76A (helicopter), registered N517AL, was substantially damaged in an accident near Patterson, Louisiana (Harry P Williams Mem airport). It was a positioning flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the copilot to maintain a positive rate of climb after takeoff, which led to an inadvertent descent and collision with a crop of sugar cane and the ground. Factors relating to the accident were: darkness, fog, and the pilot-in-command's inadequate monitoring of the copilot, when he diverted his attention to adjusting the instrument lights.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 1997 · about 10:30 am local time
- Place
- Patterson, Louisiana · Harry P Williams Mem · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Sikorsky S-76A · all S-76As on the register
- Registration
- N517AL · registry record · serial 760121
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial takeoff climb at night in fog, the copilot, who was the pilot flying, allowed the helicopter to enter a descent. The pilot-in-command (PIC) was adjusting the instrument lights at the copilot's request, and did not realize the helicopter was descending until it was approximately 100 feet above the ground. The PIC attempted to arrest the descent, but was unable to do so before the helicopter settled into a crop of sugar cane. After the helicopter 'plowed a path' through the crop, it briefly became airborne, then contacted the ground and came to a stop resting on its right side.
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, flight instructor
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 13,199 hours in all; 4,123 in this make and model; 234 in the last 90 days; 77 in the last 30 days; 8,003 as pilot in command; 2,236 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,734 hours
- Last inspection: approved inspection programme, August 31, 1997; 72 hours since
- Maximum gross weight: 10,500 lb
- Seats: 14
- Landing gear: retractable
- Engine: Allison 250-C30S (turboshaft); 0 hours total
The flight
- Departed from: PTN at 10:30 am
- Destination: LA53 Grand Chenier LA
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 070° at 5 knots
- Visibility: 0.5 statute miles
- Sky: not recorded
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 10:54 am from PTN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.