GOM - yet another ditching
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I've worked fields where there were ~50 of these in one block, 3x3 sm, plus a few larger ones. 100-150 landings/day, every day, ~9000 in ~7 months. I often just hovered from one to the other, but if I could I flew around long enough to get some air moved through the cockpit.
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If you had a problem on one of these, you would call base who would in this case, have to get a boat out to you!!! god knows how long that would take!! I used to dread being marrooned on one!! always had lots of provisions though!!
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Interesting because of the prior lightning strike.
NTSB Identification: DFW07IA184
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Thursday, August 16, 2007 in Gulf of Mexico, GM
Aircraft: Bell 407, registration: N433PH
Injuries: 1 Minor, 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Thursday, August 16, 2007 in Gulf of Mexico, GM
Aircraft: Bell 407, registration: N433PH
Injuries: 1 Minor, 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 16, 2007, at 1513 central daylight time, a single-engine Bell 407 helicopter, N433PH, was undamaged during an emergency landing to the water in the Gulf of Mexico. The commercial pilot sustained minor injuries and the passenger was not injured. The helicopter was registered to and operated by Petroleum Helicopters Incorporated, of Lafayette, Louisiana. A company visual flight rules flight plan was filed for the on-demand air taxi flight that departed the East Cameron 109 (EC109) offshore platform at about 1507, and was destined for the West Cameron 98 (WC98) offshore platform. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 135 flight.
In a written statement, the pilot reported that he departed the EC 109 platform and climbed to an altitude of approximately 1,000 feet and filed his flight plan with the operator's communications center. Approximately five minutes after departure, the engine chip light illuminated and the pilot immediately turned back to the departure platform. While in the turn, the pilot reported hearing a "high pitched grinding noise" and a "pop" before the engine stopped producing power.
The pilot entered an autorotation to the ocean as he made a Mayday call to his company's communications center. Approximately 75 to 100 feet above the water, the pilot initiated a flare to slow the helicopter's descent and attempted to deploy the emergency floats; however, he did not pull the handle hard enough. The pilot made a second attempt, which was successful, and the floats deployed when the helicopter was approximately 10-feet above the water. The pilot "pulled pitch" and the helicopter landed safely on the water with the floats fully inflated. Shortly thereafter, a large wave impacted the helicopter and broke out the right windshield and rolled the helicopter inverted.
The pilot and the passenger were able to exit the helicopter and deploy one of the on-board life rafts. Once both individuals were in the life raft, the pilot activated the EPIRB and another PHI helicopter was able to direct a nearby shrimp boat to the life raft. The pilot and the passenger were taken onto the boat and were later recovered by a United States Coast Guard helicopter.
The operator recovered the helicopter the following day and transported the helicopter to their maintenance facility in Louisiana, where representatives from the Federal Aviation Administration (FAA), PHI, and Rolls Royce examined the engine. The engine examination revealed signs of an uncontained engine failure near the area of the third stage turbine wheel. The engine was further disassembled and initial investigation confirmed that the third stage turbine wheel had failed, which caused rub on the peashooter, which caused the turbine spline adapter to fail, and subsequent failure of the first stage turbine wheel. The third stage turbine wheel was shipped to Rolls Royce, for further metallurgical examination.
A review of maintenance records revealed that the third stage turbine wheel (part number 6898663, serial number X536938) had accrued a total of 1,904.7-hours and 3, 208-cycles. The turbine had been overhauled 283-hours and 439-cycles prior to its failure, due to a lightning strike. The maintenance records reported that the turbine was zygloyed at that time.
The pilot held a commercial pilot certificate for rotorcraft-helicopter with a helicopter instrument rating. In addition, he was also a certificated flight instructor for rotorcraft-helicopter and instrument helicopter. The pilot held a current second-class FAA medical certificate and reported having accumulated a total of 1,855-hours, of which 139-hours were in the same make and model.
The pilot reported the weather as wind between 180 and 220 degrees at 20, gusting to 25 knots, visibility 10 miles, broken ceiling 2,000 feet, and seas 6 to 10 feet.
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"zygloyed" ??
In the sentence:
"The maintenance records reported that the turbine was zygloyed at that Does anybody know what is the meaning of "zygloyed" ?
thank you by advance...
"The maintenance records reported that the turbine was zygloyed at that Does anybody know what is the meaning of "zygloyed" ?
thank you by advance...
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Two more
One, missing from this thread was a PHI Sikorsky S-76A++ N22342
http://www.phihelico.com/News%20Rele...20Incident.pdf
NTSB issued a probable cause during the summer that seems to have gone unnoticed here: http://www.ntsb.gov/ntsb/brief.asp?e...01X01599&key=1
The helicopter was inadvertently flown into the water while the attention of both crewmembers was diverted to arming the emergency float system and activating the windshield wipers.
Shades of the ERA accident. Again a cheap AVAD could have helped (and yes IF it were an new aircraft and IF it had been shipped with a more expensive EGPWS then that would have helped too but lets not loose sight that this was avoidable with current and mature technology if only people are prepared to learn the lessons from overseas).
The 'rescue' is even more amazing:
The seas were 5 to 6 foot swells when the helicopter sank . Both crew members remained in the vicinity of their impact with the water for another 30 to 40 minutes. The flight crew then elected to swim toward an abandoned platform, which they believed to be approximately 2 miles from their position.
The crewmembers swam for 2.5 hours to reach the abandoned offshore platform. The platform had been abandoned following damage sustained during hurricane Katrina. The crew found water, food, medical supplies and shelter until a helicopter made visual contact and reported their position. Both crewmembers were rescued by a Bell 407 helicopter and taken to a hospital in Houma, Louisiana. The flight crew was reported to be suffering from severe fatigue as a result of the egress from the wreckage and their 2.5 hour swim. The copilot was treated for a puncture wound to his right thigh and remained in the hospital overnight for observation.
Severe fatigue - really?!
Meanwhile another single ditched a week ago off the Texas coast , 3 POB, all recovered. http://www.faa.gov/data_statistics/a...a/J_1009_N.txt:
http://www.phihelico.com/News%20Rele...20Incident.pdf
NTSB issued a probable cause during the summer that seems to have gone unnoticed here: http://www.ntsb.gov/ntsb/brief.asp?e...01X01599&key=1
The helicopter was inadvertently flown into the water while the attention of both crewmembers was diverted to arming the emergency float system and activating the windshield wipers.
Shades of the ERA accident. Again a cheap AVAD could have helped (and yes IF it were an new aircraft and IF it had been shipped with a more expensive EGPWS then that would have helped too but lets not loose sight that this was avoidable with current and mature technology if only people are prepared to learn the lessons from overseas).
The 'rescue' is even more amazing:
The seas were 5 to 6 foot swells when the helicopter sank . Both crew members remained in the vicinity of their impact with the water for another 30 to 40 minutes. The flight crew then elected to swim toward an abandoned platform, which they believed to be approximately 2 miles from their position.
The crewmembers swam for 2.5 hours to reach the abandoned offshore platform. The platform had been abandoned following damage sustained during hurricane Katrina. The crew found water, food, medical supplies and shelter until a helicopter made visual contact and reported their position. Both crewmembers were rescued by a Bell 407 helicopter and taken to a hospital in Houma, Louisiana. The flight crew was reported to be suffering from severe fatigue as a result of the egress from the wreckage and their 2.5 hour swim. The copilot was treated for a puncture wound to his right thigh and remained in the hospital overnight for observation.
Severe fatigue - really?!
Meanwhile another single ditched a week ago off the Texas coast , 3 POB, all recovered. http://www.faa.gov/data_statistics/a...a/J_1009_N.txt:
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Ironically enough, that exact ship was flown on the search for the Era S76 on the night it went down. It was fairly well equipped, with dual radar altimeters which provided both aural and visual warnings of descent below the set DH, and digital altitude display at the bottom of the ADI. What you failed to mention was that the PIC hadn't flown in the GOM in several years, the SIC was brand new, both put in that cockpit to fill in for striking pilots, and that they were flying visually in poor weather. With only the two pilots aboard, it wouldn't have been that difficult to fly the trip IFR, but I doubt it was even considered.
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************************************************************ ********************
** Report created 10/12/2007 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 3899C Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 10/06/2007 Time: 1300
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GALVESTON State: TX Country: US
DESCRIPTION
AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, NO INJURIES, 77 MILES SE
GALVESTON, TX
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 2 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: UNK
OTHER DATA
Activity: Unknown Phase: Unknown Operation: OTHER
FAA FSDO: HOUSTON, TX (SW09) Entry date: 10/09/2007
** Report created 10/12/2007 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 3899C Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 10/06/2007 Time: 1300
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GALVESTON State: TX Country: US
DESCRIPTION
AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, NO INJURIES, 77 MILES SE
GALVESTON, TX
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 2 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: UNK
OTHER DATA
Activity: Unknown Phase: Unknown Operation: OTHER
FAA FSDO: HOUSTON, TX (SW09) Entry date: 10/09/2007
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Just for you SAS (See No. 116), a photo not of one of the Ubits but a very old unmodified Oso of the same generation - it'll make you feel right at home again, wood, rails and all!
edited due incompetance and spelyng
edited due incompetance and spelyng
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NTSB Identification: DFW08IA002
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Saturday, October 06, 2007 in Galveston, TX
Aircraft: Bell 206L-1, registration: N3899C
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On October 6, 2007 at 0801 central daylight time, a single-engine Bell 206L-1 helicopter, N3899C, sustained minor damage during a forced landing to the water approximately 13-miles south east of Galveston, Texas.
The helicopter, registered to and operated by Air Logistics, Inc., of New Iberia, Louisiana. The commercial pilot and two passengers were not injured. Visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations (CFR) Part 135 on-demand air taxi flight for which a company flight plan was filed. The flight departed from the Galveston 190A off-shore platform, in the Gulf of Mexico, approximately 13 miles off shore from Galveston, Texas, and was destined for offshore platform HI 138, located approximately 38-miles to the northeast.
The operator reported that the floatation system was deployed and the aircraft remained upright and floating following the water landing. The pilot and two passengers were able to egress onto inflatable life rafts that deployed normally.
The initial investigation was conducted by a Federal Aviation Administration (FAA) inspector on October 6, 2007. His investigation included interviews with the pilot, passengers, and base personnel at the Galveston, Texas, location. An engine examination was conducted by a FAA inspector on October 11, 2007, with the assistance of representatives from Rolls Royce and Air Logistics maintenance personnel, at the operator's maintenance facilities in New Iberia, Louisiana.
Weather reported at Scholes International Airport (KGLS), near Galveston, Texas, at 0752, was reported as wind calm, visibility 10 statute miles, few clouds at 2200 feet and a broken cloud layer at 2900 feet, temperature 27 degrees Celsius, dew point 24 degrees Celsius, and a barometric pressure setting of 29.93 inches of Mercury.
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Saturday, October 06, 2007 in Galveston, TX
Aircraft: Bell 206L-1, registration: N3899C
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On October 6, 2007 at 0801 central daylight time, a single-engine Bell 206L-1 helicopter, N3899C, sustained minor damage during a forced landing to the water approximately 13-miles south east of Galveston, Texas.
The helicopter, registered to and operated by Air Logistics, Inc., of New Iberia, Louisiana. The commercial pilot and two passengers were not injured. Visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations (CFR) Part 135 on-demand air taxi flight for which a company flight plan was filed. The flight departed from the Galveston 190A off-shore platform, in the Gulf of Mexico, approximately 13 miles off shore from Galveston, Texas, and was destined for offshore platform HI 138, located approximately 38-miles to the northeast.
The operator reported that the floatation system was deployed and the aircraft remained upright and floating following the water landing. The pilot and two passengers were able to egress onto inflatable life rafts that deployed normally.
The initial investigation was conducted by a Federal Aviation Administration (FAA) inspector on October 6, 2007. His investigation included interviews with the pilot, passengers, and base personnel at the Galveston, Texas, location. An engine examination was conducted by a FAA inspector on October 11, 2007, with the assistance of representatives from Rolls Royce and Air Logistics maintenance personnel, at the operator's maintenance facilities in New Iberia, Louisiana.
Weather reported at Scholes International Airport (KGLS), near Galveston, Texas, at 0752, was reported as wind calm, visibility 10 statute miles, few clouds at 2200 feet and a broken cloud layer at 2900 feet, temperature 27 degrees Celsius, dew point 24 degrees Celsius, and a barometric pressure setting of 29.93 inches of Mercury.
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Regs
Question (hopefully not already covered in thread)…
Do any air operators/oil companies have local P&P's covering emergency landings onto platforms?
Can’t imagine I’d be very excited if I was an employee/s (I’m assuming the bigger rigs) watching a 407 with full-fuel & 5 pax attempting an auto (under the best of conditions) meters from my bedroom.
The math’s would take me to the water every time but others are a little bolder (younger).
Thanks
Do any air operators/oil companies have local P&P's covering emergency landings onto platforms?
Can’t imagine I’d be very excited if I was an employee/s (I’m assuming the bigger rigs) watching a 407 with full-fuel & 5 pax attempting an auto (under the best of conditions) meters from my bedroom.
The math’s would take me to the water every time but others are a little bolder (younger).
Thanks
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Gomer
EVERYBODY!!! TIMEOUT!! Helos are tools.. differnt tools for different jobs.. no point arguing over this issue twin/single/platform size etc... one set of you are in balmy 25+ degrees of water surrounded by boats, platforms and friendly traffic - possibly with babes in bikinis cruising by??, the others are in 5 minute survival temperatures miles away from anywhere in freezing fog and rain... (scottish babes in bars in woolly jumpers too far to swim to!!). It is what it is... Ditching in GOM isn't ditching in Norway. Temperature makes a big difference to lifestyle. Annnd .... Relaaaxxx..
Gomer, Just wondering.. When you didnt have time for entering names/weights etc..Whydu not just put board in front of each seat with two columns..name and weight and get your oily Pax to each shout out their weight.. you will know your limits... all done and tick a box on your lap before pulling off? Surely you had to know you c.g / tow for insurance?
Gomer, Just wondering.. When you didnt have time for entering names/weights etc..Whydu not just put board in front of each seat with two columns..name and weight and get your oily Pax to each shout out their weight.. you will know your limits... all done and tick a box on your lap before pulling off? Surely you had to know you c.g / tow for insurance?
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EVERYBODY!!! TIMEOUT!! Helos are tools.. differnt tools for different jobs.. no point arguing over this issue twin/single/platform size etc... one set of you are in balmy 25+ degrees of water surrounded by boats, platforms and friendly traffic - possibly with babes in bikinis cruising by??, the others are in 5 minute survival temperatures miles away from anywhere in freezing fog and rain... (scottish babes in bars in woolly jumpers too far to swim to!!). It is what it is... Ditching in GOM isn't ditching in Norway. Temperature makes a big difference to lifestyle. Annnd .... Relaaaxxx..
Gomer, Just wondering.. When you didnt have time for entering names/weights etc..Whydu not just put board in front of each seat with two columns..name and weight and get your oily Pax to each shout out their weight.. you will know your limits... all done and tick a box on your lap before pulling off? Surely you had to know you c.g / tow for insurance?
Gomer, Just wondering.. When you didnt have time for entering names/weights etc..Whydu not just put board in front of each seat with two columns..name and weight and get your oily Pax to each shout out their weight.. you will know your limits... all done and tick a box on your lap before pulling off? Surely you had to know you c.g / tow for insurance?
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Latest recommendation from the NTSB:
http://www.ntsb.gov/recs/letters/2007/A07_87_88.pdf
Extract from the paper:
"Accident Statistics for Air Taxi Operations in the Gulf of Mexico
http://www.ntsb.gov/recs/letters/2007/A07_87_88.pdf
Extract from the paper:
"Accident Statistics for Air Taxi Operations in the Gulf of Mexico
A review of the Safety Board’s accident database for 2000 to 2006 found that Part 135 and Part 91 helicopter operators were involved in 62 incidents and accidents in the Gulf during that time period, resulting in 38 fatalities and 25 serious injuries.According to a safety review conducted by the Helicopter Safety Advisory Conference (HSAC),offshore helicopter operations in the Gulf served approximately 2.8 million passengers annually between 2000 and 2005. A December 2004 study presented by Shell Oil Company to members of the HSAC indicated that 67 percent of offshore oil industry helicopter accidents occur in the Gulf and forecasted that, if the accident rate continues, there could be an equivalent of 250 fatalities from all offshore helicopter operations in the next 10 years."
Recommendations
It might be more appropriate to post the NTSB Recommendations:
Therefore, the National Transportation Safety Board recommends that the Federal Aviation Administratiion:
Require that all existing and new turbine-powered helicopters operating in the Gulf of Mexico and certificated with five or more seats be equipped with externally mounted liferafts large enough to accommodate all occupants
Require that all offshore helicopter operators in the Gulf of Mexico provide their flight crews with personal flotation devices equipped with a waterproof, global positioning-system-enabled 406 megahertz personal locator beacon, as well as one other signaling device, such as a signaling mirror or a strobe light. (A-07-88).
Jim
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Jim L
Some of the larger operators in the GOM equipped their fleets with a centre float mounted liferaft system during 2004 as a safety initiative. After float inflation, the liferaft (contained inside the float bag) inflates and can then be detached from the aircraft. I believe that PHI was the first to install the system made by Apical.
Some of the larger operators in the GOM equipped their fleets with a centre float mounted liferaft system during 2004 as a safety initiative. After float inflation, the liferaft (contained inside the float bag) inflates and can then be detached from the aircraft. I believe that PHI was the first to install the system made by Apical.
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************************************************************ ********************
** Report created 12/19/2007 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 407AK Make/Model: B407 Description: Bell 407
Date: 12/15/2007 Time: 2104
Event Type: Accident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GALVESTON State: TX Country: US
DESCRIPTION
N407AK, A BELL 407 ROTORCRAFT, SHORTLY AFTER DEPARTURE FROM AN OFFSHORE
PLATFORM, EXPERIENCED LOST OF ROTOR CONTROL, FLOATS WERE DEPLOYED AND
ROTOCRAFT LANDED IN THE WATER, ALL ON BOARD WERE RESCUED, ROTORCRAFT
PRESUMED TO HAVE SANK, GALVESTON, TX
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Business Phase: Unknown Operation: OTHER
FAA FSDO: HOUSTON, TX (SW09) Entry date: 12/19/2007
** Report created 12/19/2007 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 407AK Make/Model: B407 Description: Bell 407
Date: 12/15/2007 Time: 2104
Event Type: Accident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GALVESTON State: TX Country: US
DESCRIPTION
N407AK, A BELL 407 ROTORCRAFT, SHORTLY AFTER DEPARTURE FROM AN OFFSHORE
PLATFORM, EXPERIENCED LOST OF ROTOR CONTROL, FLOATS WERE DEPLOYED AND
ROTOCRAFT LANDED IN THE WATER, ALL ON BOARD WERE RESCUED, ROTORCRAFT
PRESUMED TO HAVE SANK, GALVESTON, TX
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Activity: Business Phase: Unknown Operation: OTHER
FAA FSDO: HOUSTON, TX (SW09) Entry date: 12/19/2007
Not so quick!
one set of you are in balmy 25+ degrees of water surrounded by boats, platforms and friendly traffic - possibly with babes in bikinis cruising by??,
You are sat there in your plumbers uniform with the flag on the shoulder and a wonderful Swiftlik life jacket with no EPIRB.
The air Temp is 45F and the water temp is 54F....the wind is blowing 25 knots....ten foot seas....and Ms. Allison goes on a sit down strike.
What is the odds the helicopter is going to roll over?
What is the odds of everyone getting into the raft?
What is the odds on you getting picked up in the next 30 minutes?
Any one care to tell how many GOM pilots get rescued by the USCG Helicopter fleet?
Anyone care to describe the fleet capability of the USCG in the GOM?
What if.....as can happen sometimes in these things....you get hurt during the transition from aviator to flotsam?
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NTSB Identification: DFW08FA053
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, December 29, 2007 in Venice, LA
Aircraft: Bell 206L1, registration: N211EL
Injuries: 1 Fatal, 1 Serious, 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 29, 2007, at 1531 central standard time, a single-engine Bell 206L1 helicopter, N211EL, impacted the water in the Gulf of Mexico following a loss of control during approach. One passenger was fatally injured, while the commercial pilot and two other passengers received serious injuries. The helicopter was owned and operated by Air Logistics LLC., of New Iberia, Louisiana. The flight originated from offshore platform Chandelier 63 and was destined for offshore platform South Pass 38, both in the Gulf of Mexico. Instrument meteorological conditions prevailed for the Title 14 Code of Federal Regulations Part 135 on-demand air taxi flight. All times in this report will be based on central standard time using the 24-hour format.
In a telephone interview with the NTSB, the pilot reported encountering a "sloping cloud deck" as he approached the offshore platform for landing. The pilot added that while in a left turn to final approach, he began slowing the helicopter to 20-25 knots and encountered a tail wind. The pilot noticed a settling tendency and reduced the left bank. Additionally, the pilot reported experiencing vibrations and shaking from the helicopter. The pilot added forward cyclic and increased power. The vibration and shaking became worse and the pilot recognized the symptoms of a settling with power event. Due to the low altitude, the pilot was unable to recover the helicopter or deploy the emergency floatation devices prior to water impact. All four occupants survived the initial crash and egressed the helicopter.
A life raft was not deployed prior to the helicopter sinking. The four personnel attempted to swim to the unmanned platform located approximately 100 yards away and were separated by the 8 to 10 foot wave swells. Personnel were located by local boats and the United States Coast Guard. The pilot, who was the last survivor to be rescued from the water, was in the water for approximately 2 and 1/2 hours.
The helicopter sank in approximately 115 feet of water. The helicopter was located and recovery is in progress. Upon recovery the helicopter will be transported to a secure facility pending examination at a later date.
The pilot reported the weather at South Pass 38 was estimated to start at 500 feet ceiling and 5 miles visibility and reduce to approximately 300 feet ceiling and one mile visibility on final. At 1751 an automated weather reporting facility located about 22-nautical miles to the northwest reported winds from 030 degrees at 7 knots, visibility 10 statute miles, ceiling overcast at 1,000- feet, temperature 55 degrees Fahrenheit, dew point 51 degrees Fahrenheit, and a barometric pressure of 30.05 inches of Mercury.
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, December 29, 2007 in Venice, LA
Aircraft: Bell 206L1, registration: N211EL
Injuries: 1 Fatal, 1 Serious, 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 29, 2007, at 1531 central standard time, a single-engine Bell 206L1 helicopter, N211EL, impacted the water in the Gulf of Mexico following a loss of control during approach. One passenger was fatally injured, while the commercial pilot and two other passengers received serious injuries. The helicopter was owned and operated by Air Logistics LLC., of New Iberia, Louisiana. The flight originated from offshore platform Chandelier 63 and was destined for offshore platform South Pass 38, both in the Gulf of Mexico. Instrument meteorological conditions prevailed for the Title 14 Code of Federal Regulations Part 135 on-demand air taxi flight. All times in this report will be based on central standard time using the 24-hour format.
In a telephone interview with the NTSB, the pilot reported encountering a "sloping cloud deck" as he approached the offshore platform for landing. The pilot added that while in a left turn to final approach, he began slowing the helicopter to 20-25 knots and encountered a tail wind. The pilot noticed a settling tendency and reduced the left bank. Additionally, the pilot reported experiencing vibrations and shaking from the helicopter. The pilot added forward cyclic and increased power. The vibration and shaking became worse and the pilot recognized the symptoms of a settling with power event. Due to the low altitude, the pilot was unable to recover the helicopter or deploy the emergency floatation devices prior to water impact. All four occupants survived the initial crash and egressed the helicopter.
A life raft was not deployed prior to the helicopter sinking. The four personnel attempted to swim to the unmanned platform located approximately 100 yards away and were separated by the 8 to 10 foot wave swells. Personnel were located by local boats and the United States Coast Guard. The pilot, who was the last survivor to be rescued from the water, was in the water for approximately 2 and 1/2 hours.
The helicopter sank in approximately 115 feet of water. The helicopter was located and recovery is in progress. Upon recovery the helicopter will be transported to a secure facility pending examination at a later date.
The pilot reported the weather at South Pass 38 was estimated to start at 500 feet ceiling and 5 miles visibility and reduce to approximately 300 feet ceiling and one mile visibility on final. At 1751 an automated weather reporting facility located about 22-nautical miles to the northwest reported winds from 030 degrees at 7 knots, visibility 10 statute miles, ceiling overcast at 1,000- feet, temperature 55 degrees Fahrenheit, dew point 51 degrees Fahrenheit, and a barometric pressure of 30.05 inches of Mercury.