# NTSB DFW08IA002: Bell Helicopter Textron 206L-1, N3899C, Galveston, TX, October 6, 2007 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: October 6, 2007, 08:01 local (13:01 UTC) - Place: Galveston, TX - Coordinates: 29.249729, -94.919281 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.2497&lon=-94.9193&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report December 24, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration, FSDO - NTSB case key (mKey): 66838 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW08IA002 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/66838/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=66838 - Page: https://openairdocs.org/ntsb/DFW08IA002 ## Probable cause The loss of tail rotor control during initial takeoff climb due to the fracture of a tail rotor blade as result of impact with a foreign object. ## Analysis The pilot reported that as the helicopter was accelerating through 40 to 50 knots in a slight climb, while still only about 200 feet away from the departed offshore platform, he felt and heard a "loud bang" as the tail of the helicopter yawed to the right. He added that the helicopter started to descend and he made a mayday call as he prepared for the water landing. The helicopter touched down in a nose high attitude, and the tail rotor system was reported to have contacted the water. The emergency flotation system deployed successfully and the helicopter and the passengers reported that the helicopter made a smooth water landing. A detailed follow-up engine examination was conducted at the operator's maintenance facilities. The investigation concluded that there was no evidence of distress or failure observed on any of the components of the compressor, engine gearbox, or turbine assemblies that might have accounted for the loud bang reported by the pilot and the passengers during the accident sequence. Additionally, no unresolved engine-related discrepancies were found in the examined aircraft or engine records. The operator reported that a section of a tail rotor blade was found on a beach miles from the site. The blade was verified to be from the accident helicopter. The portion of the tail rotor blade was forwarded to a lab, where further examination revealed marks on the leading edge of the blade. The marks extended approximately thirteen inches from the tip of the blade and appeared to be evenly spaced. The fracture appeared to be the result of overload. The transferred material was confirmed not to be from any part of the helicopter. The analysis of the material revealed that it was possibly the metal bindings of a notebook. The suspected 3-ring binder was not located and none of the 3 occupants of the helicopter reported losing a 3-ring binder. The manager of the offshore helideck reported that there were no lose objects of any type at the helideck and FOD sweeps are made on a routine basis. The source of the missing binder could not be established. ## Factual narrative On October 6, 2007 at 0801 central daylight time, a single-engine Bell 206L-1 helicopter, N3899C, sustained minor damage during a forced landing to the water in the Gulf of Mexico, approximately 13-miles south east of Galveston, Texas. The helicopter was registered to, and operated by Air Logistics, Inc., of New Iberia, Louisiana. The commercial pilot and two passengers were not injured. Visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations (CFR) Part 135 on-demand air taxi flight for which a company flight plan was filed. The flight departed from the Galveston 190A off-shore platform, in the Gulf of Mexico, approximately 13 miles off shore from Galveston, Texas, and was destined for offshore platform HI 138, located approximately 38-miles to the northeast.The pilot reported that as the helicopter was accelerating through 40 to 50 knots in a slight climb, while still only about 200 feet away from the departed offshore platform, he felt and heard a loud bang and the tail of the helicopter yawed to the right. He added that the helicopter started to descend and he made a mayday call as he prepared for the water landing. The helicopter touched down in a nose high attitude, and the tail rotor system was reported to have contacted the water. The Apical emergency flotation system deployed successfully and the helicopter and the passengers reported that the helicopter made a smooth water landing. The 5,291-hour pilot instructed the passengers to stay in the aircraft as the helicopter was floating upright in a very stable attitude. The pilot assured the passengers that a rescue boat was en route to their location. The occupants stayed in the helicopter for about 10 minutes. When the rescue boat was about 300 feet away from the floating helicopter, the pilot directed the passengers to prepare to board the on-board emergency rafts. The life rafts deployed successfully and the pilot and passengers exited the helicopter. At about 0826, the pilot and both passengers were rescued by Motor Vessel D32 Stevens, who transported them back to offshore platform Galveston 190, from where they were transported to a hospital for a medical check-up. All 3 occupants of the helicopter were examined and released. The helicopter was reported to have rolled-over while it was being towed backwards by the rescue vessel; however, the aircraft was successfully recovered. The initial investigation was conducted by a Federal Aviation Administration (FAA) inspector on October 6, 2007. His investigation included interviews with the pilot, passengers, and base personnel at the Galveston, Texas, location. A detailed follow-up engine examination was conducted by an FAA inspector on October 11, 2007, with the assistance of representatives from Rolls Royce and Air Logistics maintenance personnel, at the operator's maintenance facilities near New Iberia, Louisiana. The investigation concluded that there was no evidence of distress or failure observed on any to the components of the compressor, engine gearbox, or turbine assemblies, that might have accounted for the loud bang reported by the pilot and the passengers during the accident sequence. Additionally, no unresolved engine-related discrepancies were found in the examined aircraft or engine records. The operator reported that a section of a tail rotor blade was found on a beach miles from the site. The blade was verified to be from the accident helicopter. The aircraft had already been released; however, the BTR FSDO was notified of the finding. The portion of the tail rotor blade was forwarded to a lab for examination. Paint samples from the helicopter as well as the recovery boat were also tested. The lab examination revealed that marks were found on the leading edge of the blade. Those marks extended approximately thirteen inches from the tip of the blade and appeared to be evenly spaced. The fracture appeared to be the result of overload. The transferred material was confirmed not to be from any part of the helicopter. The analysis of the material revealed that it was possibly the metal bindings of a notebook. The suspected 3-ring binder was not located and none of the 3 occupants of the helicopter reported losing a 3-ring binder. The manager of the offshore helideck reported that there were no lose objects of any type at the helideck and FOD sweeps are made on a routine basis. The source of the missing binder could not be established. Weather reported at Scholes International Airport (KGLS), near Galveston, Texas, at 0752, was reported as wind calm, visibility 10 statute miles, few clouds at 2200 feet and a broken cloud layer at 2900 feet, temperature 27 degrees Celsius, dew point 24 degrees Celsius, and a barometric pressure setting of 29.93 inches of Mercury. The pilot of the rescue helicopter reported that at the time he arrived at the accident site. the waves were 2 to 4 feet, with winds at approximately 8 knots. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, takeoff - rotor system,tail rotor blade - foreign object damage (cause) - rotor system,tail rotor blade - fractured (cause) - Forced landing, emergency descent/landing - tail rotor/anti-torque control - not possible (cause) - terrain condition - water - terrain condition - none suitable ## Aircraft - Registration: [N3899C](https://openairdocs.org/deregistered/N3899C-2010-03-10), registration cancelled 2010-03-10, S/N 45596, built 1980 (OpenAirDocs) - Reported make and model: BELL HELICOPTER TEXTRON 206L-1 - Registry model: [Bell Helicopter Textron 206L-1](https://openairdocs.org/model/bell-helicopter-textron-206l-1) (registry code 1182107) (OpenAirDocs) - Registry engine: [Allison 250 SER 250HP](https://openairdocs.org/engine/allison-250-ser-250hp) (registry code 03002, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 45596 - Airframe hours: 17783 - Engines: ALLISON 250C30P 650 horsepower turbo shaft - Damage: Minor damage - Flight: Part 135 - Operator: Air Logistics LLC, a Bristow Company, doing business as Air Logistics LLC - Registered owner: Air Logistics LLC - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, October 4, 2007, 4 hours before - Departed: Galveston, TX - Destination: HI-138, GM - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, with waivers/limitations; last flight review May 4, 2007; seat: right; flight hours: 5,291 total, 1,443 in this make and model, 4,275 as pilot in command, 144 in the last 90 days, 42 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 2,900 ft broken - Temperature: 81 °F, dew point 75 °F - Altimeter: 29.93 inHg - Observed at: KGLS, 13 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). - [Incident 20071006824389I](https://openairdocs.org/incident/20071006824389I), Oct 6, 2007: Bell 206L1, Galveston, TX, Minor damage. On October 6, 2007, at 0801 CST, a Bell BT-206-L1, N3899C, registered to air logistics LLC, lost power during take-off from an off-shore production platform in… ## Docket (15 files) The files NTSB released with the investigation on April 21, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=66838. 10.0 MB in all. - Pilot-operator aircraft accident report NTSB form 61201 (item 1, PDF, 8 pages, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=288844&FileExtension=pdf&FileName=Pilot-Operator%20Aircraft%20Accident%20Report%20NTSB%20Form%2061201-Rel.pdf - Passenger statement (item 2, PDF, 11 pages, 460 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=288847&FileExtension=pdf&FileName=Passenger%20Statement-Rel.pdf - Platform crew statement (item 3, PDF, 3 pages, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=288850&FileExtension=pdf&FileName=Platform%20Crew%20Statement-Rel.pdf - Maps or charts of accident area wreckage diagrams-plaform location (item 4, PDF, 1 page, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708546&FileExtension=pdf&FileName=Maps%20or%20Charts%20of%20Accident%20Area%20Wreckage%20Diagrams-Plaform%20location-Master-Rel.pdf - Sequence of events time line (item 5, PDF, 1 page, 7 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708382&FileExtension=pdf&FileName=Sequence%20of%20events%20time%20line-Master-Rel.pdf - Weather reports and records (item 6, PDF, 1 page, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708649&FileExtension=pdf&FileName=Weather%20Reports%20and%20Records-Master-Rel.pdf - Photo 1_float overview (item 7, PDF, 1 page, 150 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13709023&FileExtension=pdf&FileName=Photo%201_Float%20Overview-Master-Rel.pdf - Photo 2_towing (item 8, PDF, 1 page, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708385&FileExtension=pdf&FileName=Photo%202_Towing-Master-Rel.pdf - Photo 3_capsized (item 9, PDF, 1 page, 922 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708929&FileExtension=pdf&FileName=Photo%203_Capsized-Master-Rel.pdf - Photo 4_recovered overview (item 10, PDF, 1 page, 981 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708097&FileExtension=pdf&FileName=Photo%204_Recovered%20overview-Master-Rel.pdf - Photo 5_tail rotor damage (item 11, PDF, 1 page, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708549&FileExtension=pdf&FileName=Photo%205_Tail%20rotor%20damage-Master-Rel.pdf - Reports from parties to the investigation-honeywell fuel control (item 12, PDF, 26 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708100&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Honeywell%20Fuel%20Control-Master-Rel.pdf - Reports from parties to the investigation-honeywell-govenor (item 13, PDF, 22 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708552&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Honeywell-Govenor-Master-Rel.pdf - Reports from parties to the investigation-rolls royce-engine (item 14, PDF, 5 pages, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13709026&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Rolls%20Royce-engine-Master-Rel.pdf - Reports from parties to the investigation-tail rotor blade exam (item 15, PDF, 17 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13708555&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Tail%20rotor%20blade%20exam-Master-Rel.pdf 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.