# NTSB FTW01IA061: Bell 206-L3, N142DP, Wc 368, January 8, 2001 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: January 8, 2001, 11:54 local (17:54 UTC) - Place: Wc 368 - Coordinates: 28.9025, -93.282775 - Nearby events: https://openairdocs.org/map.md?lat=28.9025&lon=-93.2828&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report July 30, 2001 - Report: Approved by Office Director - Parties: FAA - NTSB case key (mKey): 51745 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW01IA061 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51745/pdf - Page: https://openairdocs.org/ntsb/FTW01IA061 ## Probable cause fuel exhaustion during approach due to the pilot's failure to refuel. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - refueling - not performed, pilot in command (cause) - fluid,fuel - exhaustion (cause) ## Analysis While operating off shore, transporting passengers to an oil platform, the pilot executed a forced water landing (autorotation) into open ocean in the Gulf of Mexico after a loss of engine power. According to the operator's flight following records, the helicopter had been operating for about 2 hours and 38 minutes after it was fueled with 98 gallons of fuel (approximately 2 hours and 40 minutes). During an examination of the helicopter, after recovery, approximately 1.2 gallons of Jet-A fuel was found in the fuel tanks. The fuel quantity indicator and "Fuel Low" warning system light functioned normally during tests. The operator stated that the reason for the forced landing was "apparent fuel exhaustion." ## Factual narrative On February 8, 2001, at 1154 central standard time, a Bell 206-L3 helicopter, N142DP, owned by D&P Central LLC of Lafayette, Louisiana, and operated by Rotorcraft Leasing Co. LLC of Broussard, Louisiana, received minor damage during a forced water landing (autorotation) into open ocean after a loss of engine power while operating in the vicinity of offshore platform, West Cameron 368, Gulf of Mexico. The commercial pilot and his 2 passengers were not injured. Visual meteorological conditions prevailed and a company VFR flight plan was filed for the 14 Code of Federal Regulations Part 135 non-scheduled on-demand air taxi flight. The flight originated at 1125 from oil platform, High Island 287. According to the operator's flight following records, the pilot reported (via radio) that he departed High Island 287 at 1125, with an estimated time of arrival at West Cameron 368 of 1139. He also reported his on-board fuel to be .9 hours remaining during the same radio transmission. While en-route, he radioed another helicopter operating near West Cameron 368 and stated that he would be "critical fuel", and requested that the refueling pad on the platform be left open. Additionally, the pilot reported that he "missed" the platform a "couple of miles" to the east. As the pilot made a turn to approach the platform for landing, the engine lost power. Subsequently, the pilot declared "MAYDAY", deployed the skid mounted float system, and autorotated the helicopter to a successful water landing. Upon landing, the pilot stopped the main rotor blades perpendicular to the longitudinal axis of the aircraft. The pilot and passenger deployed the life raft, exited the helicopter, and were later recovered to the platform with no reported injuries. About 4-5 minutes after the water landing, the helicopter rolled inverted. Recovery personnel reported that the helicopter was not structurally damaged prior to retrieval efforts. The aircraft was lifted onto a boat and transported to Cameron, Louisiana, where it was transferred by truck to Broussard, Louisiana, for examination by the FAA and the operator. During the examination, approximately 1.2 gallons of Jet-A fuel was found in the fuel tanks. The fuel quantity indicator and "Fuel Low" warning system light functioned normally during tests. According to the operator's flight following records, the helicopter had been operating for about 2 hours and 38 minutes after it was fueled with 98 gallons of fuel (approximately 2 hours and 40 minutes). The operator stated that the reason for the forced landing was "apparent fuel exhaustion." ## Aircraft - Registration: [N142DP](https://openairdocs.org/aircraft/N142DP), registered now, S/N 45585, built 1980 (OpenAirDocs) - Reported make and model: Bell 206-L3 - Registry model: [Bell 206L](https://openairdocs.org/model/bell-206l) (registry code 1181522) (OpenAirDocs) - Registry engine: [Allison 250-C30 series](https://openairdocs.org/engine/allison-250-c30-series) (registry code 03015, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 45585 - Airframe hours: 4803 - Engines: Allison 250-C30P 650 horsepower turbo shaft - Damage: Minor damage - Flight: Part 135 - Operator: Rotorcraft Co. LLC, doing business as Rotorcraft - Registered owner: D & P Central - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, January 31, 2001, 63 hours before - Departed: NONE, HIGH ISLAND 287, GM - Destination: NONE, WestCameron 368, GM - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: none; medical: class 2, valid medical--no waivers/lim.; last flight review September 1, 2000; seat: right; flight hours: 2,200 total, 180 in the last 90 days, 88 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 20 knots - Visibility: 4 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 64 °F - Altimeter: 30.12 inHg 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.