N81671

HISTORY OF FLIGHT

On October 10, 2003, approximately 1049 central daylight time, a Bell 206L-3 single-engine helicopter, N81671, call sign Sierra 61, registered to and operated by Petroleum Helicopters, Inc. (PHI), of Lafayette, Louisiana, was destroyed when it impacted water following a loss of control while maneuvering near offshore platform West Cameron (WC) 509, located in the Gulf of Mexico. The commercial pilot and two passengers were fatally injured. Instrument metrological conditions (IMC) prevailed, and a company visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 135 on-demand air taxi flight. The local flight departed platform High Island (HI) 330 at 1006, and was destined for West Cameron 509, with an estimated time of arrival of 1030.

Sierra 61's first flight of the day on October 10, 2003, originated from WC 509 at 0832, with the pilot reporting fuel-on-board to be "2 hours and 05 minutes," while en route to HI 330. The flight arrived at HI 330 at 0854. The second flight of the day departed HI 330 at 1006 with two passengers, and was destined for WC 509, with an estimated time of arrival at 1030. At 1009, the pilot reported the fuel-on-board to be "one hour and 35 minutes."

At 1035, Sierra 61 reported to PHI's Communications Center (COMCTR) that it was landing at WC 509. According to a witness located on WC 509, the helicopter was observed, "coming down at a very steep angle from the southeast on the southwest side of the platform. The helicopter started to ascend on a northwestern heading, as he lost sight of the helicopter very quickly due to the heavy rain."

At 1046, Sierra 61 called the COMCTR asking for information and assistance to get out of the weather. Because of the prior 1035 call to COMCTR, PHI's flight follower was under the impression that the helicopter had already landed at WC 509. At 1049, the COMCTR answered Sierra 61 by suggesting that he "just tie down for a few minutes and let it pass you over, and then take off again." Sierra 61 never responded.

Another PHI flight overheard the radio communication between Sierra 61 and COMCTR and suggested that COMCTR call WC 509 to verify that Sierra 61 was actually on the helideck. After verifying that the helicopter was not on the helideck, a search was initiated in the WC 509 area. At 1717, a signal emitted from an Underwater Emergency Position (Pinger) was received by a search boat. At 2100, a PHI hydrophone (device to pick up underwater acoustic energy) was used to confirm the signal from inside the East Cameron (EC) 264 block area. At 1030 on October 11, an oil slick was spotted inside the EC 261 block, approximately four miles northeast of WC 509. After several days of four to eight feet sea conditions and wind of 30 to 40 knots, the location of the helicopter wreckage was confirmed by divers in the EC 264 block on October 12, about 2310. The search for occupants continued until the early hours of October 14, before the last person aboard the helicopter was recovered.

PERSONNEL INFORMATION

The non-instrument rated commercial helicopter pilot, age 61, had been employed by PHI since April 1, 1980, and did not hold any other ratings. At the time of his employment application with PHI, the pilot had accumulated 5,530 hours of helicopter time. Initial completion of helicopter training was received from the armed forces of the Republic of South Vietnam in November 1966.

PHI assigned the pilot to offshore platform WC 509 on August 8, 2002, and he commuted from PHI's Sabine Pass base (SABN), near Sabine Pass, Texas. He started his last 14-day work schedule on October 2, 2003. The Flight and Duty Time Log shows that on October 9, 2003, the pilot reported for duty at 0630 at Sabine Pass and ended his duty day on WC 509 at 1700, with 3:05 hours of flight time. On the day of the accident, the pilot reported for duty on WC 509 at 0630.

According to company records provided by PHI, the pilot had accumulated a total of 18,913 hours, with 12,416 hours in the Bell 206 model. Federal Aviation Administration (FAA) records indicate that the pilot did not have any prior accidents, incidents, or violations. He had accumulated 67 hours of flight time in the accident make and model in the last 30 days. The pilot held a valid FAA second-class medical certificate issued February 11, 2003, with the restriction of "Holder shall posses glasses for near and intermediate vision."

On April 4-5, 2003, in accordance with 14 CFR 135 recurrent and proficiency check training, the pilot satisfactorily completed PHI's Bell Helicopter (BH) 206 VFR recurrent training requirements. The training included groundschool operational requirements and two flight training device (FTD) module periods (total 3:00 hours). FTD period one consisted of normal and emergency procedures, including weather minimums, passenger briefings, and heliport requirements. FTD period two included recognizing and avoiding severe weather situations, inadvertent entering and escape from IMC, emergency egress, and ditching procedures.

AIRCRAFT INFORMATION

The 1989-model Bell 206L-3, serial number 51301, was equipped with a 650-horsepower Rolls-Royce Allison 250-C30P turboshaft engine, serial number CAE 890094S, a two-bladed main rotor system, and a two-bladed tail rotor. The 12 month/1200-hour airframe inspection was completed on January 11, 2003, with 12,902.25 hours. The helicopter completed 300-hour and 150-hour maintenance inspections, in accordance with its approved aircraft inspection program, on October 5, 2003, with total aircraft time of 13,669.45 hours. From PHI's aircraft status report, the helicopter had accumulated a total time of 13,692.40 hours on October 9, 2003.

The engine had completed the 150-hour and 400-hour inspections on September 26, 2003, with total time of 10,902.30 hours. On October 9, 2003, the recorded total time on the engine was 10,961.35 hours.

A review of the airframe and engine records did not reveal any open discrepancies or anomalies.

Log sheet maintenance discrepancies were reviewed for the last 45 days, including corrective maintenance actions. The last two days of log sheets were aboard the helicopter and were not recovered. No open discrepancies or unusual events were noted. There were no deferred maintenance items using the policies and procedures of the Minimum Equipment List (MEL) and Configuration Deviation List (CDL), during the last 45 days up to October 8, 2003. The computerized listing for major repair and alterations was examined, and no discrepancies were noted.

Weight and Balance control procedures were approved by the FAA, with an effective date of April 4, 2002. These procedures by which either actual or approved average baggage, passenger, and crew weights may be used are in the operator's control program. N81671 was weighed on April 6, 2003. Total empty weight was 2,762 pounds, longitudinal arm 129.9 inches and moment 358721.2, lateral arm 0.07 inches and moment 201.84. A weight and balance form sheet was computed by PHI for the NTSB's investigator-in-charge (IIC), with estimated weights for crew, passengers, cargo, and fuel for determining center of gravity (CG). The actual seating of passengers aboard the helicopter was determined by witness statements. The result of the computation was that the aft, forward, and lateral CG range were within gross weight limits.

The helicopter was not equipped with a cockpit voice recorder (CVR) or flight data recorder (FDR), nor are they required.

METEOROLOGICAL INFORMATION

During an on-site evaluation of PHI's Communication Center (COMCTR) by the NTSB investigator-in-charge (IIC), the following weather service capabilities were noted: tailored weather radar graphics showing oil platforms with near real-time radar echoes overlaid on the display; all pilots start the day with a weather briefing from the COMCTR; the center has satellite radar data that is displayed every 12 minutes, pilot reports are sent to the COMCTR; the COMCTR has a current list of private, company, and national weather observation sites that are available.

According to the National Weather Service, a trough of low pressure moved from the northeastern Texas coast during the early morning hours of October 10, 2003, and was located in the vicinity of WC 509 when the accident occurred. Scattered very heavy to intense thunderstorms were located along the trough line. A short line of video integrator and processor (VIP), a system used to determine the intensity of precipitation, level 4-5 thunderstorms with maximum tops to approximately 48,000 feet was near WC 509 at the time of the accident. There are no National Weather Service (NWS) weather observation stations in the Gulf of Mexico, however, many of the platforms record weather observations. There were no weather observations in the vicinity of the accident location, but West Cameron 560 platform (WC 560) , located about 16 nautical miles southwest of the accident site and 11 nautical miles southwest of WC 509, recorded at time 1119; wind 160 degrees at 14 knots; visibility 3 statute miles (SM) with rain: sky conditions overcast (OVC) 600 feet; barometric pressure 29.80 inches of mercury.

Other platform and pilot weather observations from the area that were collected by the IIC included:

West Cameron 580

Time: 1023:

Visibility: 6 SM to the south, 3 1/4 - 4 SM miles to the north, with rain.

West Cameron 587

Pilot report (PIREP) from LAB 71

Visibility: 2 SM.

Conditions to the north, south, and east were worst.

West Cameron 100

PIREP from LAB 71

Visibility: 3-4 SM.

Ceiling: 1,000 feet OVC.

East Cameron 261

Time: 1129

Visibility: 1/4 SM, with rain/2 inch inches.

Ceiling: 400-500 feet OVC.

Green Canyon 184

Time: 1016

Wind: 140 degrees at 20 knots

Visibility: 5 SM, with rain.

Ceiling: 1,300 feet OVC.

Temperature/Dew Point: 27 degrees Celsius and 24 degrees Celsius.

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