Bell 206B accident near Venice, Louisiana, June 1, 1999
On June 1, 1999 at about 7:48 pm local time, a Bell 206B (helicopter), registered N7131U, was substantially damaged in an accident near Venice, Louisiana. It was an aerial observation flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper touchdown procedure, resulting in a main rotor blade contacting the tailboom. Factors were the soft and wet terrain conditions, and the loss of engine power due to the spiral fatigue failure of the gas generator turbine shafting due to spline wear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1999 · about 7:48 pm local time
- Place
- Venice, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N7131U · no longer on the register · serial 4111
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 150 feet agl and 60 knots, as the helicopter was accelerating, the pilot heard a loud 'bang,' and the low rotor rpm and engine out audio warning activated. The pilot initiated an autorotation to a grassy area, 'flared the aircraft, and placed it in six to eight inches of water.' A main rotor blade contacted the tailboom, partially separating it aft of the horizontal stabilizer. A passenger reported that the pilot 'pulled pitch right before the landing and we landed with one medium bump and then followed very quickly with another medium bump with a loud sound with it.' The passenger further reported that the landing attitude was 'relatively normal;' however, 'it was possibly a little more pitched up than normal.' An examination of the engine revealed that the Spur Adapter Gearshaft was fractured at the forward splines. According to the engine manufacturer's metallurgist, 'severe spline wear led to [the] spiral fatigue failure of the Spur Adapter Gearshaft and Compressor Adapter Coupling.' The reason for the spline wear was not determined.
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, private
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,385 hours in all; 1,825 in this make and model; 162 in the last 90 days; 55 in the last 30 days; 2,036 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,464 hours
- Last inspection: approved inspection programme, May 6, 1999; 44 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250C-20J (turboshaft); 0 hours total
The flight
- Departed from: NONE West Delta 30 GM at 7:26 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 130° at 8 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 88°F (31°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.