# Accident 20170206000869A: Bell 206B, Galveston, TX, February 6, 2017

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: February 6, 2017, 19:10 local time
- Place: Galveston, TX
- Damage: Destroyed
- Phase of flight: Cruise/Level Flight
- Operating rules: Air taxi and commuter (Part 135)
- Operator: R8HA
- Location: 29.2397° N, 94.9906° W: From the FAA
- Nearby events: https://openairdocs.org/map.md?lat=29.2397&lon=-94.9906&mi=10
- Aircraft: N978RH, a cancelled registration (https://openairdocs.org/deregistered/N978RH-2018-07-13) (OpenAirDocs)
- Registry model: Bell 206B (registry code 1181511, https://openairdocs.org/model/bell-206b) (OpenAirDocs)
- Registry engine: Allison 250-C20 series (registry code 03020, https://openairdocs.org/engine/allison-250-c20-series) (OpenAirDocs)
- Reported make and model: BELL 206B
- Reported engine: ALLISON 250-C20 SER
- People aboard: 3
- Fatal injuries: 1
- Other injuries: 2
- Pilot certificates: Airline transport, commercial pilot, private pilot
- Pilot flight hours: 1,702 total, 1,452 in this make and model, 80 in the last 90 days
- NTSB investigation: [NTSB CEN17FA100](https://openairdocs.org/ntsb/CEN17FA100) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20170206000869A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ON 2/6/2017 AT 1910 CDT, A BELL 206B-3, REGISTERED TO AND OPERATED BY REPUBLIC HELICOPTERS, INC., WAS INVOLVED IN AN ACCIDENT RESULTING IN THE HELICOPTER IMPACTING THE WATER AND BECOMING SUBMERGED INTO THE GALVESTON BAY. THE HELICOPTER WAS DESTROYED AND BROKE APART UPON IMPACT. THE WEATHER WAS IMC AT THE TIME, WITH A COMPANY FLIGHT PLAN AND FLIGHT TRACKING. THE PILOT AND ONE PASSENGER SUFFERED SERIOUS INJURIES, THE SECOND PASSENGER SUFFERED FATAL INJURIES. THE PILOT HELD AN ATP CERTIFICATE, ROTORCRAFT RATING, WITH FIRST CLASS MEDICAL CERTIFICATE, DATED MARCH 16, 2016.

THE HELICOPTER WAS RECOVERED ON 2/8/2017 AND EXAMINED BY REPRESENTATIVES OF THE NTSB, FAA, BELL HELICOPTER AND ROLLS-ROYCE ON 2/9/2017. THE RECOVERED PIECES CONSISTED OF THE CENTER CONSOLE; INSTRUMENT PANEL; UPPER FUSELAGE STRUCTURE TO INCLUDE THE HYDRAULIC SERVOS, MAIN TRANSMISSION, MAIN ROTOR MAST AND ENGINE ASSY; AFT FUSELAGE STRUCTURE WITH INTACT FUEL CELL CONTAINING 28-30 GALLONS OF FUEL; TAILBOOM ASSY; SKID LANDING GEAR AND MAIN ROTOR HUB AND BLADES ASSY. THE MAIN AND TAIL ROTOR FLIGHT CONTROLS, AND MAIN AND TAIL ROTOR DRIVE TRAIN SYSTEMS WERE EXAMINED FOR POSITIVE CONTINUITY; ALL SURFACES EXAMINED INDICATED FRACTURES THAT WERE CONSISTENT WITH IMPACT DAMAGE. THE ENGINE COMPRESSOR AND POWER TURBINE SECTIONS WERE DISASSEMBLED AND EXAMINED FOR OPERATIONAL CONTINUITY. THE TOP OF THE TAILBOOM SHOWED DAMAGE CONSISTENT WITH MAIN ROTOR ROTATION CONTACT FROM THE MAIN ROTOR BLADES. A SECOND AND THIRD MAIN ROTOR BLADE STRIKE WAS EVIDENT ON THE LEFT-HAND SIDE OF THE FUSELAGE. ONE STRIKE EXTENDED FROM APPROXIMATELY STATION 155, WATERLINE 85, DOWN THROUGH STATION 205, WATERLINE 30. THE OTHER STRIKE EXTENDED FROM APPROXIMATELY STATION 192, WATERLINE 85, DOWN THROUGH STATION 225, WATERLINE 50. AN INTERVIEW WAS CONDUCTED WITH THE PILOT-IN-COMMAND OF N978RH. HE STATED THAT HE WAS SCHEDULED TO WORK THE NIGHT SHIFT AND WAS DUE TO LAND ON THE DECK OF A TANKER VESSEL AT 1500 TO PICK UP TO PASSENGERS. THERE WAS A DELAY IN THE PICKUP, WHICH REQUIRED THE HELICOPTER TO BE SHUT DOWN ON THE VESSEL. THE PIC WAS NOT ABLE TO REMEMBER AT WHAT TIME THE HELICOPTER (WITH PASSENGERS) DEPARTED THE VESSEL; HOWEVER HE STATED THAT THE WEATHER WAS GOOD PRIOR TO DEPARTING THE VESSEL. AFTER DEPARTURE, HE STATED THAT HE MADE CONTACT WITH REPUBLIC HELICOPTERS OPERATION CENTER TO ESTABLISH HIS FLIGHT PLAN, RECEIVE A WEATHER UPDATE AND TO GET A CURRENT ALTIMETER SETTING. HE MENTIONED THAT HE HAD TO CALL TWICE TO GET THE ALTIMETER SETTING, AS HE BELIEVES HE DIDN'T RECEIVE THE FULL TRANSMISSION ON THE FIRST RADIO CALL. HE STATED THAT THE INFORMATION THAT WAS PROVIDED DURING THESE RADIO CALLS CAME FROM THE COMPANY CHIEF PILOT, WHO WAS ON DUTY, AND THAT THE WEATHER INFORMATION WAS FROM AUTOMATED SURFACE OBSERVING SYSTEM (ASOS) OUT OF GALVESTON, TX. HE STATED THAT HE WAS CRUISING AT AN ALTITUDE OF 700' TO 800' AND MADE A COMMENT THAT THE COMPANY USED 500' AS THEY APPROACHED GALVESTON ISLAND STATE PARK. HE INDICATED THAT HE HAD VISUAL REFERENCE, WITH LIGHTS FROM GALVESTON AND LIGHTS OFF OF THE WATER. AT THIS POINT HE STATED THAT HE DID NOT RECALL ANY ANYTHING ELSE UNTIL HE REALIZED HE WAS SUBMERGED IN WATER AND WAS ATTEMPTING TO RELEASE HIMSELF FROM HIS SAFETY BELT. HE AND THE SURVIVING PASSENGER WERE EVENTUALLY RESCUED. FROM THAT POINT FORWARD, HE DOESN'T RECALL ANYTHING UNTIL HE AWOKE IN THE HOSPITAL. WHEN ASKED IF THERE HAD BEEN ANY MECHANICAL ISSUES WITH THE AIRCRAFT EARLIER IN THE DAY, OR IF HE HAD EXPERIENCED ANY ISSUES JUST PRIOR TO THE ACCIDENT, HE INDICATED THAT THERE HAD BEEN NO ISSUES AND THAT EVERYTHING SEEMED NORMAL.

THE MAINTENANCE RECORDS REVIEWED SHOWED THAT THE LAST ANNUAL INSPECTION HAD BEEN COMPLETED ON AUGUST 25, 2016, AT AIRFRAME TOTAL TIME: 15,138.9. THE LAST 100 HOUR INSPECTION HAD BEEN COMPLETED AT AIRFRAME TOTAL TIME: 15,212.5; THE AIRCRAFT HAD ACCUMULATED APPROXIMATELY 76 HOURS SINCE COMPLETION OF THE LAST 100 HOUR INSPECTION.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB CEN17FA100](https://openairdocs.org/ntsb/CEN17FA100), Feb 7, 2017: Bell 206B (N978RH), Galveston, TX, destroyed, 1 fatal. Probable cause: The pilot's failure to recognize the flight had encountered instrument meteorological conditions at night, which resulted in an unrecognized descent and collision with water.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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