History of Flight
On February 6, 2017, at 1906 central standard time, a Bell 206B-III helicopter, registration N978RH, impacted the waters of West Bay near Galveston, Texas. The helicopter was registered to and operated by Republic Helicopters, Santa Fe, Texas, under 14 CFR Part 135 as a non-scheduled domestic passenger flight. Instrument meteorological conditions prevailed at the time. Company flight following was utilized. The flight originated from the oil tanker Eagle Vancouver, anchored in Galveston Bay, at 1837, and was en route to Republic Helicopters' Heliport (2TE1) in Santa Fe, Texas.
According to the operator, this was the helicopter's third flight of the day. It had departed 2TE1 at 1404, landed on the Eagle Vancouver at 1457, and the two passengers (employees of Societe Generale de Surveillance) disembarked to work. The scheduled 1600 departure was delayed; the helicopter finally took off at 1837. Official sunset was at 1802. The flight was scheduled to arrive at 2TE1 at 1910. The last radio communication with Republic Helicopters Operations occurred at 1906 when the pilot reported, "I have the lights of the shore."
The helicopter was equipped with a GPS SkyRouter fast tracking system reporting every 2 minutes. The last data point at 1906 showed the helicopter 0.27 miles from the Galveston Island coastline at 494 feet and 127 mph. An "Inactive" signal was received from the Blue Sky GPS at 1916, and the U.S. Coast Guard was alerted. Based on time and distance from the last data point to the accident location at an approximate speed of 120 mph, the accident time was computed to be 1909.
On February 22, 2017, FAA inspectors interviewed the pilot at the University of Texas Medical Branch in Galveston. The pilot confirmed a departure delay; he described the weather as "good" with more than 6 miles visibility, the moon visible above, and the water below. He contacted Operations, received a weather update and altimeter setting. His en route altitude was between 700 and 800 feet. As he approached Galveston Island State Park, he had visual reference with lights from Galveston and off the water. His next memory was being in the water.
The accident site was located at N29°14.39' W94°59.44', 4.3 miles from the last Blue Sky data point at an azimuth of 326.95°, and 8 miles from Scholes International Airport (KGLS). It was 6.96 miles on a heading of 325.73° from 2TE1. The site was in an area with little or no ground lights.
Personnel Information
The pilot, aged 30, held an airline transport pilot certificate with a rotorcraft-helicopter rating, and private pilot privileges with airplane single-engine land and instrument ratings. He was hired by Republic Helicopters on March 31, 2015. His first-class airman medical certificate dated March 16, 2016, contained no waivers or limitations. According to company records as of September 7, 2016, the pilot had logged 1,702 total flight hours, including 1,552 hours in rotorcraft, 1,452 in the Bell 206, and 600 in Bell models 222, 230, and 430. He had logged 220 hours under simulated instrument conditions and 4 hours in actual instrument conditions. He also had 150 hours in single-engine airplanes. No night flying time was noted. His last FAA and company proficiency check was on March 1, 2016, in the Bell 206.
Aircraft Information
N978RH, serial number 4075, a Bell 206B-III, was manufactured in 1989. It was powered by an Allison (now Rolls-Royce) 250-C20J turboshaft engine, serial number CAE 270491, rated at 450 shaft horsepower. The last airframe annual inspection was on August 31, 2016, at 15,138.9 total hours. At the accident, the airframe had 15,287.2 total hours. The transponder and pitot-static system were IFR-certified on September 30, 2016 (FAR 91.413 and 91.411). At the last 100-hour inspection, the engine had 13,645.4 total hours and 24,394 cycles. The last compressor and turbine overhauls were at 11,872.8 and 13,118.3 hours, respectively.
Meteorological Information
According to the Meteorology Group Chairman's Factual Report, AIRMET Sierra was issued at 1445 CST, valid at the accident time, forecasting IFR conditions due to mist developing between 1500 and 1800 CST. The Area Forecast issued at 1345 CST forecast a broken ceiling at 2,000 feet with tops at 5,000 feet. The KGLS Terminal Aerodrome Forecast (TAF) valid at 1906 CST predicted wind from 150° at 10 knots, 5 statute miles visibility, mist, and an overcast ceiling at 400 feet agl. An earlier TAF valid at departure time (1837) forecast wind from 150° at 14 knots, 6 statute miles visibility, haze, and scattered clouds at 1,000 feet agl, with low IFR conditions not forecast until 2000 CST.
The report noted the moon was waxing gibbous with 78% of its disk illuminated. Moonlight was likely visible above cloud tops. Below 3,000 feet near the accident site at the accident time, instrument meteorological conditions prevailed with no moonlight visible.
Wreckage and Impact Information
The helicopter was recovered from West Bay on February 8, 2017, by T&T Marine Salvage. Water depth at the accident site was approximately 7 to 8 feet. All recovered wreckage was found within a radius of 80 to 100 feet. Damage was consistent with a relatively level water impact. The fuselage separated into several sections; the cabin and cockpit were extensively damaged. The main rotor had departed; there was evidence of mast bumping. The mast fracture was consistent with the rotating main rotor blades striking the water. Three main rotor blade strikes to the fuselage were noted. One blade was missing two-thirds of its span; the other had an intact spar bent forward, consistent with sudden stoppage. Transmission continuity was observed. The last two tail rotor driveshaft segments were missing; evidence indicated a main rotor blade struck the driveshaft at impact. The tail rotor gearbox rotated freely. The helicopter had Van Horn tail rotor blades (STC); they turned freely, and the hub and blades were relatively intact. Flight controls exhibited damage in the cockpit and vertical tunnel areas. No pre-impact anomalies were observed in any airframe systems.
Examination of the instrument panel showed: altimeter at 900 feet; Kollsman window at 29.92 inches of mercury; heading indicator at 220°; Hobbs meter at 4,143.8. No stretching of annunciator panel bulb filaments was noted. Position lights showed no filament stretching for red or white lights; the green and landing lights were destroyed.
Medical and Pathological Information
The pilot and the right rear seat passenger were both seriously injured. They were found by the U.S. Coast Guard approximately one hour after the accident, clinging to a section of fuselage. The pilot sustained stomach and intestinal trauma, several lumbar fractures, and abrasions on his shoulders consistent with rubbing of the shoulder harness. The left front seat passenger was fatally injured and was found about 100 meters from the wreckage.