History of Flight
On December 11, 2008, at approximately 0730 central standard time, a Bell Helicopter 206L-4, registration N180AL, operated by Rotorcraft Leasing Company L.L.C., was destroyed when it struck water six miles south of Sabine Pass, Texas, in the Gulf of Mexico. The non-scheduled domestic passenger flight was conducted under 14 CFR Part 135 and was on a company flight plan. The commercial pilot and four passengers were fatally injured. The flight departed Sabine Pass at 0722 and was en route to the West Cameron 157 offshore drilling platform.
According to Rotorcraft Leasing Company (RLC) officials, the pilot met the passengers, employees of Island Operating Company, Inc., in Sabine Pass that morning. Witnesses observed the pilot preflight and prepare the helicopter. At 0725, the pilot contacted the RLC Communications Center and filed a flight plan, reporting four passengers and two hours of fuel, with an estimated arrival at 0742.
RLC's Communications Center provided flight following services. Company policy required a 15-minute position report. When 15 minutes elapsed without a report, the dispatcher began searching. She attempted to contact the pilot at the destination and departure location unsuccessfully. The dispatch supervisor was notified within 8 to 13 minutes of the missed report. Company helicopters searched without result. The Coast Guard was notified between 0912 and 0917. The wreckage was located around 1100 and recovered to Broussard, Louisiana, for examination.
Personnel Information
The 43-year-old pilot held a commercial pilot certificate with helicopter and instrument ratings, last issued May 7, 2007. His second-class medical certificate, issued May 20, 2008, required corrective lenses. His personal logbook was not found. A resume in October 2008 indicated at least 3,450 total hours, including 3,390 in single-engine helicopters and 73 hours in simulated or actual instrument conditions. RLC records showed 220 hours of offshore experience.
The pilot was hired on October 10, 2008, and completed initial training that month, with 15.8 hours of flight training in Bell 206 B and L3 models. His competency and proficiency checks for 135.293 and 135.299 were satisfactory on October 22. He also completed water survival and helicopter underwater egress training on October 20, 2008.
Monthly flight sheets showed 15.8 hours in October, 42.2 in November, and 19.1 in December, totaling at least 77.1 hours in the Bell 206 with RLC. Interviews described the pilot as having good flight skills and situational control, with no prior issues affecting judgment or ability.
Aircraft Information
The Bell 206-L4, serial number 52104, was manufactured in 1994 and held a standard airworthiness certificate. It was powered by an Allison 250-C30P turbine engine rated at 650 shaft horsepower. The helicopter was maintained under an approved inspection program. The last inspection was completed November 30, 2008, at 6,331.3 airframe hours. The helicopter had flown 28.7 hours since then, for a total of 6,360 hours.
Meteorological Information
The closest weather observation station was Southeast Texas Regional Airport (KBPT), Beaumont/Port Arthur, 21 nautical miles north. At 0653, winds were 300 degrees at 9 knots, visibility 10 miles, overcast at 4,400 feet, temperature 1°C, dew point -1°C, altimeter 30.01 inHg. A special report at 0736 indicated winds 300 degrees at 12 knots, visibility 10 miles, ceiling broken at 1,200 feet, broken at 4,600 feet, overcast at 12,000 feet, temperature 1°C, dew point -1°C, altimeter 30.03 inHg. A strong cold front had moved through the previous evening, producing instrument meteorological conditions with light rain, mixed freezing precipitation, and light to moderate snow that ended at 0612. At accident time, the low pressure system was east in central Alabama with a cold front extending into the Gulf, and northwest winds of 30 knots behind the front.
The offshore area forecast at 0500 predicted scattered to broken clouds at 1,000 feet, broken at 2,500 feet, tops at 5,000 feet, and surface winds northwest at 20 to 25 knots. Occasional broken clouds at 700 feet with visibility three to five miles in rain and mist were forecast. AIRMETs were current: Zulu for moderate icing, Tango for moderate turbulence below 12,000 feet, and Sierra for IFR conditions with ceilings below 1,000 feet and/or visibility below three miles in precipitation and mist. Satellite images at 0732 and 0745 showed mid- to high-level clouds with low-level stratus over the Gulf. A small band of stratocumulus in the accident vicinity was consistent with snow showers. Radar did not detect significant echoes. Wind profile showed north-northwest winds at 25 knots at 1,000 feet, increasing to 30 knots at 2,000 feet. Water temperature was 64°F. RLC reported that other flights were grounded or delayed due to weather. A search pilot encountered northwest winds at 30 knots gusting to 35 knots, temperature 40°F, visibility greater than 10 miles, and a 700-foot overcast ceiling at the accident site. The pilot had not obtained a weather briefing from FAA Flight Service or DUATS but was observed using a computer for weather information.
Wreckage and Impact Information
The accident site was two miles offshore in 13 to 15 feet of water. The wreckage was recovered to a hangar in Broussard, Louisiana.
Medical and Pathological Information
Autopsy of the pilot on December 12, 2008, determined cause of death as crushed chest complicated by asphyxia due to drowning. Toxicological tests were negative. Autopsies of the four passengers determined cause of death as asphyxia due to drowning with probable complication of cold water shock and hypothermia.
Survival Aspects
RLC required passengers to view a safety video and each helicopter had a safety card. Pilots were required to provide a safety briefing including survival equipment, seat belts, and flotation devices. Personal flotation devices (PFDs) were required for over-water flights. The swimming ability of the pilot and passengers was not determined.
Examination of seat belts and PFDs: Several seatbelts were found latched or unlatched with deformation or tearing. PFDs were found in various states: some partially inflated with CO2 bottles deployed, others not inflated or not activated. Three additional PFDs were recovered with the pilot and two passengers.
Tests and Research
Examination on December 14-15, 2008, involved the NTSB, FAA, Bell Helicopter, Rolls Royce, and RLC. The fuselage separated into at least three large pieces. The first piece included the forward fuselage with instrument panel, flight controls, and front seats. Instrument readings: airspeed 56 knots, attitude indicator 32° left bank nose down, heading 330°, altimeter 9,000 feet, Kollsman 30.06, vertical speed 75 fpm descent, turn coordinator ball right needle left. Fuel quantity 575 pounds, DC load 2%, fuel pressure zero, Hobbs 2,262.4. Switches: fuel valve on, float switch normal, pulse light off, SkyConnect off, float arm down, throttle mid. Circuit breakers extended. The second piece included lower seat area and fuel bladder. The third piece included upper roof, transmission, engine, and tail boom section. Mud and water inside engine. Control continuity confirmed. Tail boom had damage, one tail rotor blade remained, one separated. Main rotor blades showed leading edge scoring and crushing. Skid assembly separated, floats partially attached.
The engine was retained for further examination.
Probable Cause
The investigation did not determine a probable cause.