# NTSB DFW07LA109: Bell 206B, N3RL, E. Cameron 219, May 11, 2007 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 11, 2007, 12:45 local (17:45 UTC) - Place: E. Cameron 219 - Coordinates: 28.650554, -92.661941 - Nearby events: https://openairdocs.org/map.md?lat=28.6506&lon=-92.6619&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor, 2 uninjured - Status: Completed, report April 30, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 65764 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW07LA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65764/pdf - Page: https://openairdocs.org/ntsb/DFW07LA109 ## Probable cause The pilot's failure to establish a climb and maintian directional control of the helicopter while departing the offshore platform. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - aircraft control - not maintained, pilot in command (cause) - climb - not attained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis The commercial helicopter pilot, who reported having accumulated 179-hours in the same make and model aircraft, lost control of the helicopter while attempting to takeoff from an offshore platform. The pilot lifted the helicopter into a three to five foot hover and performed a final check of the "gauges." Reportedly the torque was indicating 96 percent and all other gauges were within "normal" parameters. The pilot then attempted to transition to forward flight. The pilot reported that the helicopter "appeared to settle as it approached the deck edge and did not feel like it was in transitional lift." After the helicopter crossed the edge of the deck, it entered into an uncommanded descent and right rotation. The pilot deployed the helicopter's floats prior to impacting the water. The pilot and passengers were able to egress the helicopter into a life raft unassisted. The temperature at the time of the mishap was 80 degrees Fahrenheit. At the time of the mishap, the helicopter was calculated to be 116 pounds below allowable maximum gross weight. A post-accident examination of the helicopter revealed no pre-impact mechanical malfunctions or failures. ## Factual narrative On May 11, 2007, about 1245 central daylight time, a Bell 206B single turbo-shaft powered helicopter, N3RL, was substantially damaged when it collided with water shortly after takeoff from East Cameron 219, located in the Gulf of Mexico. The commercial pilot and one passenger were not injured. The remaining two passengers sustained minor injuries. The helicopter was registered to and operated by Rotorcraft Leasing Company LLC of Broussard, Louisiana. Day visual meteorological conditions prevailed and a company flight plan was filed for the 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The cross-country flight was originating at the time of the accident. According to the pilot, he lifted the helicopter into a three to five foot hover and performed a final check of the "gauges." Reportedly the torque was indicating 96 percent and all other gauges were within "normal" parameters. The pilot then attempted to transition to forward flight. The pilot reported that the helicopter appeared to settle as it approached the deck edge and did not feel like it went through transitional lift. After the helicopter crossed the edge of the deck, it entered into an uncommanded descent and right rotation. The pilot's attempts to regain control were unsuccessful. The pilot deployed the helicopter's floats prior to impacting the water. After coming to rest upright in the water the pilot and passengers were able to egress the helicopter and deploy the life raft. The helicopter subsequently inverted in the water; however, it stayed afloat. A Federal Aviation Administration (FAA) inspector examined the helicopter once it was recovered. The inspector reported that the helicopter's fuselage sustained structural damage. According to the submitted Accident/Incident Owner/Operator Report, NTSB 6120.1, the operator reported that an examination of the helicopter displayed no pre-impact mechanical malfunctions or failures and that weight and balance was calculated within Center of Gravity limits and 116 pounds under maximum gross weight. The pilot, age 33, held a commercial pilot certificate with airplane single-engine land, helicopter, and helicopter instrument ratings. A second-class medical certificate without limitation or waivers was issued on February 9, 2007 and bi-annual flight review completed on March 28, 2007. At the time of the accident the pilot reported having accumulated 1,071 hours total time, with 885 hours in rotorcraft, and 179 hours in same make and model. The 5-seat helicopter, serial number 396, was manufactured in 1969. It was powered by a 420 shaft horsepower Allison 250-C20B turboprop engine that was manufactured in 1991. The helicopter followed an Approved Aircraft Inspection Program (AAIP) and the last inspection prior to the accident was conducted on May 6, 2007. At the time of the accident, the helicopter airframe had accumulated 14,378 hours and the engine had 10,648 hours. At 1253, the weather observation facility at Lake Charles Regional Airport (LCH), Lake Charles, Louisiana, located 45 miles north of the accident site, reported wind from 040 degrees at 3 knots, visibility 10 statute miles, clear of clouds, temperature 80 degrees Fahrenheit, dew point 61 degrees Fahrenheit, and a barometric pressure of 29.97 inches of Mercury. ## Aircraft - Registration: [N3RL](https://openairdocs.org/deregistered/N3RL-2017-10-27), registration cancelled 2017-10-27, S/N 396, built 1969 (OpenAirDocs) - Reported make and model: Bell 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 0396 - Airframe hours: 14378 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Part 135 - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, May 1, 2007, 118 hours before - Departed: E Cameron 219 C, LA - Destination: E. Cameron 219, GM - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review March 1, 2007; seat: right; flight hours: 1,071 total, 179 in this make and model, 653 as pilot in command, 53 in the last 90 days, 38 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 40° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 61 °F - Altimeter: 29.96 inHg - Observed at: LCH, 45 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20070511008249A](https://openairdocs.org/incident/20070511008249A), May 11, 2007: Bell 206B, Gulf Of Mexico, US, Substantial damage. (-23) While taking off from an offshore platform, the pilot stated that once the aircraft was leaving the side of the helideck, the aircraft began sinking and… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.