DFW07LA169

The 1,236-hour commercial helicopter pilot, who reported having accumulated 79-hours in the same make and model aircraft, lost control of the helicopter while attempting to takeoff from an offshore platform. The pilot performed a pre-departure check of the engine instruments. He then increased collective to gain altitude, as he lowered the nose of the helicopter to gain forward airspeed, and continued his takeoff run. During the takeoff run, as the helicopter neared the edge of the 28 by 28-foot helipad on the platform, the nose of the helicopter yawed to the left, and the helicopter began to descend. The helicopter's right skid collided with a solar panel mounted to the heliport's railing, and the helicopter continued over the edge of the platform descending vertically into the water, about 70-feet below. The pilot reported that he felt that he had experienced a partial loss of engine power which resulted in his loss of control. The pilot further stated that he did not have time to deploy the skid-mounted emergency floats before the helicopter entered the water, and subsequently sank. The temperature at the time of the mishap was 97 degrees Fahrenheit. At the time of the mishap, the helicopter was calculated to be 50-pounds below its maximum gross weight. A post-accident examination of the helicopter and the powertrain did not reveal any pre-accident mechanical anomalies or discrepancies.

On July 22, 2007, at 1450 central daylight time, an emergency float equipped Bell 206L-3 helicopter, N330P, sustained substantial damage upon with the water following a loss of control while attempting to take off from offshore platform High Island 138, in the Gulf of Mexico. The flight was departing from the offshore platform, located about 150 miles south of Lafayette, Louisiana, when the accident occurred. The commercial pilot and the two passengers were not injured. The helicopter was registered to and operated by Air Logistics, LLC., of New Iberia, Louisiana. A company flight plan was filed for the cross-country flight that was destined for the Lafayette Regional Airport (LFT), near Lafayette, Louisiana. Visual meteorological conditions prevailed for the on demand air taxi flight conducted under 14 Code of Federal Regulations Part 135.

According to the accident pilot's written statement that was included with the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the operator, the pilot reported that just after takeoff, as he hovered the helicopter over the heliport, he performed a pre-departure check of the engine instruments and everything "looked good." The pilot also noted that a crane was located next to the heliport, so he planned to depart with a correction for a slight left crosswind. While still at a hover above the heliport, the pilot increased the collective to gain altitude, while he lowered the nose of the helicopter to gain forward airspeed and continue his takeoff run. The pilot added that as the helicopter gained forward airspeed nearing the edge of the heliport, the nose of the helicopter yawed to the left, and the helicopter began to descend. The pilot reported that he applied right tail rotor pedal in an attempt to stop the yaw, but the helicopter subsequently drifted to the right, and the right skid collided with "something."

The pilot wrote, in part: "It felt like we lost engine power but I don't think it cut completely... At that point the helicopter came back to the right I do not remember how we cleared the deck but I was able to get 'Mayday' a few times over the radio but don't know if I got the tail number in or not. Once we cleared the platform the helicopter fell down into the water. On the way down I recall hearing an audio warning but do not know which one. Upon hitting the water I don't know if I got the collective up all the way to cushion the landing, but [I] did not have time to deploy the floats." During the impact with the water the windscreen broke and the helicopter filled with water, rolled onto its left side, and sank. All three occupants were able to exit the helicopter and were immediately rescued by the crew of a nearby fishing boat.

According to the operator, the pilot was attempting to take off from a 28 by 28-foot-wide platform when the right skid of the helicopter collided with a solar screen that was attached to the heliport's safety fence. The helicopter, which weighed approximately 4,100 pounds (max gross weight was 4,150 pounds), then descended approximately 70-100 feet and collided with the water in a nose low attitude. The helicopter's floats were armed, but were not deployed. The helicopter sank in 47-feet of water, but was later recovered and transported to the operator's facility in New Iberia, Louisiana.

On July 25, 2007, a Federal Aviation Administration (FAA) airworthiness inspector from the Baton Rouge Flight Standards District Office examined the accident helicopter. The inspector reported the outboard sections of both main rotor blades had separated, the tail rotor drive shaft was sheared, and the windshield was broken. Additionally, flight control continuity was established for all flight controls and examination of the helicopter's fuel system and engine revealed there were no pre-accident mechanical deficiencies.

The operator reported that the accident pilot held a commercial pilot certificate for rotorcraft-helicopter, and had accrued a total of 1,236-hours in helicopters, of which, 78.6-hours were in the Bell 206L-3 helicopter.

Personnel who were present at the offshore platform at the time of the accident reported the weather as calm winds, with sea state calm. The temperature at the time of the accident was reported as approximately 97 degrees Fahrenheit.