Bell 206L accident near Gulf Of Mexico, September 29, 2004
On September 29, 2004 at about 11:15 am local time, a Bell 206L (helicopter), registered N34CA, was destroyed in an accident near Gulf Of Mexico. It was flown under charter and air-taxi rules (Part 135). 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
A loss of engine power for undetermined reasons while on short final to land on an oil platform in the Gulf of Mexico, which resulted in the pilot ditching the helicopter into the water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 2004 · about 11:15 am local time
- Place
- Gulf Of Mexico · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L · all 206Ls on the register
- Registration
- N34CA · no longer on the register · serial 45089
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while on approach, within about 300 to 400 yards of the oil platform, as he increased collective input to control the rate of descent, the engine failed to respond normally. As collective input was increased he said the rpms decreased and did not recover, so he stopped applying collective to stop the rotor rpms from decreasing below 90 percent. According to the pilot, no other adverse indications were observed, and the rate of descent increased. He said he applied the remaining collective pitch input to arrest the rate of descent just prior to impacting the water. After impact he said he tried 2 times to inflate the floats, but both attempts were unsuccessful. He and both passengers exited the helicopter, and it sank in about 600 feet of water, and was not recovered.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 24,310 hours in all; 7,000 in this make and model; 250 in the last 90 days; 95 in the last 30 days; 23,520 as pilot in command; 3,700 on instruments
- Last flight review: February 9, 2004
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 20,514.2 hours
- Last inspection: 100-hour inspection, September 21, 2004; 44.8 hours since
- Maximum gross weight: 4,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20 SER (turboshaft); 0 hours total
The flight
- Departed from: 06LA Belle Chasse LA at 10:00 am
- Destination: Gulf Of Mexico
Weather at the time
- Light: dawn
- Wind: at 0 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 70°F (21°C)
- Altimeter: 29.93 inHg
- Observation at 10:51 am from BVE, 59 miles away
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.