GOM 407 fatal 10-26-22
Thread Starter
GOM 407 fatal 10-26-22
Date: 26-OCT-22 Time: 00:30:00Z
Regis#: N34BM
Aircraft Make: BELL
Aircraft Model: 407
Event Type: ACCIDENT
Highest Injury: FATAL
Aircraft Missing: No
Damage: DESTROYED
LOCATION City: MORGAN State: LOUISIANA Country: UNITED STATES DESCRIPTION Description: AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES 20NM OFFSHORE FROM MORGAN CITY, LA.
INJURY DATA Total Fatal: 1
Fatal Serious Minor None Unknown
Flight Crew 1 0 0 0 0
Cabin Crew 0 0 0 0 0
Passenger 0 0 0 0 2 Ground 0 0 0 0 0 OTHER Activity: COMMERCIAL
Flight Phase: UNKNOWN (UNK) Operation: 135 Aircraft Operator: GULF HELICOPTERS LLC Flight Number: UNKNOWN
FAA FSDO: BATON ROUGE FSDO
Entry Date: 27-OCT-22 Updated since entry: No
Regis#: N34BM
Aircraft Make: BELL
Aircraft Model: 407
Event Type: ACCIDENT
Highest Injury: FATAL
Aircraft Missing: No
Damage: DESTROYED
LOCATION City: MORGAN State: LOUISIANA Country: UNITED STATES DESCRIPTION Description: AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES 20NM OFFSHORE FROM MORGAN CITY, LA.
INJURY DATA Total Fatal: 1
Fatal Serious Minor None Unknown
Flight Crew 1 0 0 0 0
Cabin Crew 0 0 0 0 0
Passenger 0 0 0 0 2 Ground 0 0 0 0 0 OTHER Activity: COMMERCIAL
Flight Phase: UNKNOWN (UNK) Operation: 135 Aircraft Operator: GULF HELICOPTERS LLC Flight Number: UNKNOWN
FAA FSDO: BATON ROUGE FSDO
Entry Date: 27-OCT-22 Updated since entry: No
It is interesting. News reports state that Westwind reported the accident to the Coast Guard at 6:35 local time. Sunset in the Gulf of Mexico on the day of the accident was about 6:22. Most operators require single-engine ships to be at their offshore destination or at least over "the beach" by 30 minutes prior to sunset (what we call "downtime"). The reason for downtime is so that if anything happens, there is half a chance of launching a SAR aircraft before it gets too dark. So this raises some questions. What time did this event occur? Was there a delay in discovering and reporting it? Was he out flying around past downtime? Does Westwind use any kind of aircraft-based flight-following software? It seems odd that a single-engine ship was out flying around in the GoM that close to sunset.
Thread Starter
Location: Morgan City, LA
Accident Number: CEN23FA019
Date & Time: October 26, 2022, 17:10 Local
Registration: N34BM
Aircraft: Bell 407
Injuries: 1 Fatal, 2 Serious
Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled
On October 26, 2022, about 1710 central daylight time, a Bell 407 helicopter, N34BM, was destroyed when it was involved in an accident in the Gulf of Mexico, about 25 miles south of Morgan City, Louisiana. The pilot sustained fatal injuries, and two passengers sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 135 air taxi flight.
On the morning of the accident, the helicopter originated from the Westwind Helicopter base (IYA) in Abbeville, Louisiana, to transport two workers to several offshore platforms in the Gulf of Mexico to perform telecommunications work on the platforms. The flight arrived at the first platform, Green Canyon 18 (GC18), about 0848. The helicopter was refueled at GC18, and the pilot and passengers had lunch on the platform. They departed GC18 about 1402, proceeded to platform Ship Shoal 349 (SS349), and landed there about 1411. The helicopter departed SS349 about 1631 for the return flight to IYA.
About 1720, the operator received an “overdue” message from their Sky Connect flight following system. After many attempts to communicate with the pilot/helicopter, the operator launched a search helicopter (N1416) toward the accident helicopter’s last known position.
Search and rescue operations were coordinated with local authorities and the Coast Guard. About 1836, N1416 spotted the accident helicopter’s wreckage floating in the water inverted with the skid-mounted float system deployed. Two survivors were seen clinging to the top (on the belly) of the helicopter.
The two surviving passengers were rescued by a Coast Guard helicopter and transported to a hospital. The body of the pilot was later recovered through coordinated efforts from the operator, local authorities, and the Coast Guard.
The helicopter wreckage position was marked, and additional flotation was attached. During efforts to retrieve the wreckage, the engine, transmission, flight controls, some of the cabin structure, tail boom, and main rotors were lost at sea due to unfavorable sea conditions. The only portions of the helicopter wreckage that were recovered were the intermediate fuselage, baggage compartment, and the landing gear skids. The skid-mounted floats were still attached and deployed.
Both surviving passengers were interviewed. One passenger was seated in the right rear cabin seat and the other passenger was seated in the left front cockpit seat when the accident occurred. The rear seat passenger stated that he was awakened from a “change in noise,” and saw the pilot “slumped over, “and the helicopter was descending toward the water.
The front left seat passenger stated that the pilot told him that “he was not going to make it.” The passenger asked the pilot if there was a problem with the helicopter, and the pilot told him that it is not the helicopter, “it is me.” The front seat passenger saw the pilot slump over and was not responsive. The passenger reached over to the flight controls, retarded the throttle, and attempted to control the helicopter until water impact. The passenger estimated that he started to control the helicopter about 400 ft above the water. At some point during the descent, the passenger activated the skid-mounted float system.
Both surviving passengers stated that after the helicopter impacted the water, and although they were seriously injured, they managed to get out and waited on top of the belly of the floating inverted helicopter. Both passengers stated that the flight was normal until the pilot became incapacitated.
Aircraft and Owner/Operator Information
Aircraft Make: Bell
Registration: N34BM
Model/Series: 407
Aircraft Category: Helicopter
Amateur Built:
Operator:
Operating Certificate(s) Held:
On-demand air taxi (135)
Operator Designator Code: IAVA
Meteorological Information and Flight Plan
Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KPTN,9 ft msl
Observation Time: 17:55 Local
Distance from Accident Site: 25 Nautical Miles
Temperature/Dew Point: 18°C /9°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 3 knots / , 330°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 29.99 inches Hg
Type of Flight Plan Filed: Company VFR
Departure Point: Offshore Platform SS349 Gulf of Mexico, LA
Destination: Abbeville, LA (IYA)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Serious
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 Fatal, 2 Serious
Latitude, Longitude: 29.141389,-91.617778 (est)
Administrative Information
Investigator In Charge (IIC): Lemishko, Alexander
Additional Participating Persons: Myron Billiot; FAA FSDO; Baton Rouge, LA
Rob Phillips; Westwind Helicopters; Santa Fe, TX
Beverley Harvey; TSB of Canada Accredited Representative; Quebec
Gary Howe; Bell Helicopter Tech Advisor to TSB of Canada; Fort Worth, TX
Accident Number: CEN23FA019
Date & Time: October 26, 2022, 17:10 Local
Registration: N34BM
Aircraft: Bell 407
Injuries: 1 Fatal, 2 Serious
Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled
On October 26, 2022, about 1710 central daylight time, a Bell 407 helicopter, N34BM, was destroyed when it was involved in an accident in the Gulf of Mexico, about 25 miles south of Morgan City, Louisiana. The pilot sustained fatal injuries, and two passengers sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 135 air taxi flight.
On the morning of the accident, the helicopter originated from the Westwind Helicopter base (IYA) in Abbeville, Louisiana, to transport two workers to several offshore platforms in the Gulf of Mexico to perform telecommunications work on the platforms. The flight arrived at the first platform, Green Canyon 18 (GC18), about 0848. The helicopter was refueled at GC18, and the pilot and passengers had lunch on the platform. They departed GC18 about 1402, proceeded to platform Ship Shoal 349 (SS349), and landed there about 1411. The helicopter departed SS349 about 1631 for the return flight to IYA.
About 1720, the operator received an “overdue” message from their Sky Connect flight following system. After many attempts to communicate with the pilot/helicopter, the operator launched a search helicopter (N1416) toward the accident helicopter’s last known position.
Search and rescue operations were coordinated with local authorities and the Coast Guard. About 1836, N1416 spotted the accident helicopter’s wreckage floating in the water inverted with the skid-mounted float system deployed. Two survivors were seen clinging to the top (on the belly) of the helicopter.
The two surviving passengers were rescued by a Coast Guard helicopter and transported to a hospital. The body of the pilot was later recovered through coordinated efforts from the operator, local authorities, and the Coast Guard.
The helicopter wreckage position was marked, and additional flotation was attached. During efforts to retrieve the wreckage, the engine, transmission, flight controls, some of the cabin structure, tail boom, and main rotors were lost at sea due to unfavorable sea conditions. The only portions of the helicopter wreckage that were recovered were the intermediate fuselage, baggage compartment, and the landing gear skids. The skid-mounted floats were still attached and deployed.
Both surviving passengers were interviewed. One passenger was seated in the right rear cabin seat and the other passenger was seated in the left front cockpit seat when the accident occurred. The rear seat passenger stated that he was awakened from a “change in noise,” and saw the pilot “slumped over, “and the helicopter was descending toward the water.
The front left seat passenger stated that the pilot told him that “he was not going to make it.” The passenger asked the pilot if there was a problem with the helicopter, and the pilot told him that it is not the helicopter, “it is me.” The front seat passenger saw the pilot slump over and was not responsive. The passenger reached over to the flight controls, retarded the throttle, and attempted to control the helicopter until water impact. The passenger estimated that he started to control the helicopter about 400 ft above the water. At some point during the descent, the passenger activated the skid-mounted float system.
Both surviving passengers stated that after the helicopter impacted the water, and although they were seriously injured, they managed to get out and waited on top of the belly of the floating inverted helicopter. Both passengers stated that the flight was normal until the pilot became incapacitated.
Aircraft and Owner/Operator Information
Aircraft Make: Bell
Registration: N34BM
Model/Series: 407
Aircraft Category: Helicopter
Amateur Built:
Operator:
Operating Certificate(s) Held:
On-demand air taxi (135)
Operator Designator Code: IAVA
Meteorological Information and Flight Plan
Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KPTN,9 ft msl
Observation Time: 17:55 Local
Distance from Accident Site: 25 Nautical Miles
Temperature/Dew Point: 18°C /9°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 3 knots / , 330°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 29.99 inches Hg
Type of Flight Plan Filed: Company VFR
Departure Point: Offshore Platform SS349 Gulf of Mexico, LA
Destination: Abbeville, LA (IYA)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Serious
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 Fatal, 2 Serious
Latitude, Longitude: 29.141389,-91.617778 (est)
Administrative Information
Investigator In Charge (IIC): Lemishko, Alexander
Additional Participating Persons: Myron Billiot; FAA FSDO; Baton Rouge, LA
Rob Phillips; Westwind Helicopters; Santa Fe, TX
Beverley Harvey; TSB of Canada Accredited Representative; Quebec
Gary Howe; Bell Helicopter Tech Advisor to TSB of Canada; Fort Worth, TX
We prioritize safety and strong ethics, empower each other and take ownership through action.
You ever fly single pilot with passengers or know of Operators that did that still do besides this particular operator?
Every operator in the GOM operates single engine, single pilot helicopters. It was not close to dusk as it went down at about 5:10 and sunset was not until 6:23. It was not going to make the destination of Abbeville LA in 13 minutes but this is also somewhat at the discretion of the pilot. He could have left earlier if he wanted to. Their rule could be over land one hour before sunset. At every base I worked at, this was the same thing as it was so close to the water.
Thread Starter
time doesn’t seem to have been the issue
The front left seat passenger stated that the pilot told him that “he was not going to make it.” The passenger asked the pilot if there was a problem with the helicopter, and the pilot told him that it is not the helicopter, “it is me.” The front seat passenger saw the pilot slump over and was not responsive. The passenger reached over to the flight controls, retarded the throttle, and attempted to control the helicopter until water impact. The passenger estimated that he started to control the helicopter about 400 ft above the water. At some point during the descent, the passenger activated the skid-mounted float system.
The front left seat passenger stated that the pilot told him that “he was not going to make it.” The passenger asked the pilot if there was a problem with the helicopter, and the pilot told him that it is not the helicopter, “it is me.” The front seat passenger saw the pilot slump over and was not responsive. The passenger reached over to the flight controls, retarded the throttle, and attempted to control the helicopter until water impact. The passenger estimated that he started to control the helicopter about 400 ft above the water. At some point during the descent, the passenger activated the skid-mounted float system.
The Autopsy Report might prove interesting re what might have caused the sudden collapse....and a review of his flight medical records and other medical providers if he had any.....along with prescriptions, and other factors.
Perhaps his family may be aware of something he had complained about but did not think serious that might have been a waring sign.
I have had two friends both age 46 that had massive heart failures and died within a minute after being stricken.
One knew he had serious Heart problems and was scheduled for a proper exam to determine treatment but had the big one just before getting into the car to head to the hospital.
The other one was driving into town to do some grocery shopping and was found slumped over in the seat of his pickup on the side of the road......he had been having some minor Heart Palpitations and had been scheduled for a visit to his Primary Care Physician.
It aint just old Geezers that get struck down.
Perhaps his family may be aware of something he had complained about but did not think serious that might have been a waring sign.
I have had two friends both age 46 that had massive heart failures and died within a minute after being stricken.
One knew he had serious Heart problems and was scheduled for a proper exam to determine treatment but had the big one just before getting into the car to head to the hospital.
The other one was driving into town to do some grocery shopping and was found slumped over in the seat of his pickup on the side of the road......he had been having some minor Heart Palpitations and had been scheduled for a visit to his Primary Care Physician.
It aint just old Geezers that get struck down.
I'd be interested to know what the LHS pax meant by 'retarded the throttle' - if he did in fact chop the throttle at 400' whilst trying to fly the aircraft from the wrong seat with a dead or dying pilot slumped over the controls, I'm amazed that any of them survived!
Originally Posted by [email protected]
I'd be interested to know what the LHS pax meant by 'retarded the throttle' - if he did in fact chop the throttle at 400' whilst trying to fly the aircraft from the wrong seat with a dead or dying pilot slumped over the controls, I'm amazed that any of them survived!
The Autopsy Report might prove interesting re what might have caused the sudden collapse....and a review of his flight medical records and other medical providers if he had any.....along with prescriptions, and other factors.
Perhaps his family may be aware of something he had complained about but did not think serious that might have been a waring sign.
I have had two friends both age 46 that had massive heart failures and died within a minute after being stricken.
One knew he had serious Heart problems and was scheduled for a proper exam to determine treatment but had the big one just before getting into the car to head to the hospital.
The other one was driving into town to do some grocery shopping and was found slumped over in the seat of his pickup on the side of the road......he had been having some minor Heart Palpitations and had been scheduled for a visit to his Primary Care Physician.
It aint just old Geezers that get struck down.
Perhaps his family may be aware of something he had complained about but did not think serious that might have been a waring sign.
I have had two friends both age 46 that had massive heart failures and died within a minute after being stricken.
One knew he had serious Heart problems and was scheduled for a proper exam to determine treatment but had the big one just before getting into the car to head to the hospital.
The other one was driving into town to do some grocery shopping and was found slumped over in the seat of his pickup on the side of the road......he had been having some minor Heart Palpitations and had been scheduled for a visit to his Primary Care Physician.
It aint just old Geezers that get struck down.
It depends upon age and which level Medical Certification required by the Operator or Federal Air Regulations.
ATPL requires Class 1, Commercial requires Class II, the Operator may require a Class 1 by Company Policy.
Bell 407 VFR only Operations generally only require a Commercial License with a Class 2 Medical.
US FAR Part 61 sets forth the requirements for level of flying license
US FAA terminology uses "Certificate" rather than "License".
This link explains the standards for the medical.
https://www.faa.gov/about/office_org...ide/standards/
ATPL requires Class 1, Commercial requires Class II, the Operator may require a Class 1 by Company Policy.
Bell 407 VFR only Operations generally only require a Commercial License with a Class 2 Medical.
US FAR Part 61 sets forth the requirements for level of flying license
US FAA terminology uses "Certificate" rather than "License".
This link explains the standards for the medical.
https://www.faa.gov/about/office_org...ide/standards/
Last edited by SASless; 22nd Nov 2022 at 13:26.
Originally Posted by [email protected]
I'd be interested to know what the LHS pax meant by 'retarded the throttle' - if he did in fact chop the throttle at 400' whilst trying to fly the aircraft from the wrong seat with a dead or dying pilot slumped over the controls, I'm amazed that any of them survived!
