# NTSB FTW02LA228: Bell 206L-1, N25GH, E Cameron 190, August 1, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 1, 2002, 15:40 local (20:40 UTC) - Place: E Cameron 190 - Coordinates: 28.799999, -92.949996 - Nearby events: https://openairdocs.org/map.md?lat=28.8000&lon=-92.9500&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report July 25, 2007 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 55386 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02LA228 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55386/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55386 - Page: https://openairdocs.org/ntsb/FTW02LA228 ## Probable cause The loss of engine power for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - autorotation - initiated, pilot in command - In flight collision with terrain/water, landing - flare/touchdown - terrain condition - water - rotor system,main rotor blade - blade strike ## Analysis The helicopter was en route to a gas production platform in the Gulf of Mexico when the helicopter's engine steadily lost power and the 2,500-hour commercial pilot initiated an autorotation to the water. During touch down, a main rotor blade struck the tail boom, separating a section of the tail rotor drive shaft and damaging both vertical winglets. No engine discrepancies or anomalies were noted with the engine during the investigation. ## Factual narrative On August 1, 2002, at 1540 central daylight time, a Bell 206L-1 helicopter, N25GH, was substantially damaged during a forced landing to the water following a loss of engine power near East Cameron 190, Gulf of Mexico. The helicopter was registered to Go Helicopters Inc. and operated by Go Helitrans of Manvel, Texas. The commercial pilot and three passengers were not injured. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The flight originated at West Cameron 237, Gulf of Mexico, at 1530, and was en route to Vermillon 410, Gulf of Mexico. According to the Pilot/Operator Aircraft Accident Report (NTSB form 6120.1/2), the operator reported that en route to Vermillon 410, an offs-shore platform, while at 1,500 feet msl, the helicopter's engine steadily lost power until the 2,500-hour pilot initiated an autorotation. During the touch down on the water, a main rotor blade struck the tail boom separating a section of the tail rotor drive shaft, and damaging both vertical winglets. The pilot and passengers exited the helicopter and was picked up by a crew boat. The helicopter was loaded onto a barge and transported to shore, then to the operator's location in Manvel, Texas. The helicopter's engine had accumulated a total time of 17,982.4 hours, with 4.4 hours since the last 100-hour inspection that was performed on July 30, 2002. Examination of the fuel system, by FAA inspectors, revealed some debris in the main fuel tanks and discolored fuel in the line that goes to the fuel filter. Clear fuel was found in the line that goes from the fuel filter to the fuel control. The fuel control and power turbine governor were removed for further examination. On September 18, 2002, at the manufacturer's facilities in South Bend, Indiana, the fuel control and power turbine governor were tested for run-as-received (RAR), as requested by the NTSB IIC. Three representatives from Honeywell and an Air Safety Inspector from the FAA's South Bend FSDO witnessed the examination. Based on the testing, Honeywell found no anomalies that would result in a loss of power, flameout, or sudden overspeed condition. No other engine discrepancies or anomalies were noted with the engine or airframe during the investigation. ## Aircraft - Registration: [N25GH](https://openairdocs.org/aircraft/N25GH), registered now, S/N 45755, built 1982 (OpenAirDocs) - Reported make and model: Bell 206L-1 - Registry model: [Bell Helicopter Textron 206L-1](https://openairdocs.org/model/bell-helicopter-textron-206l-1) (registry code 1182107) (OpenAirDocs) - Registry engine: [Rolls-Royce 250-C30P](https://openairdocs.org/engine/rolls-royce-250-c30p) (registry code 54013, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 45755 - Airframe hours: 23744.7 - Engines: Rolls-Royce 250-C28B 720 horsepower turbo shaft - Damage: Substantial damage - Flight: Part 135 - Operator: Helitrans Company, Inc. - Registered owner: Go Helicopters - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 30, 2002, 4.4 hours before - Departed: W Cameron 237, GM - Destination: Vermillon 410, GM - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: none; commercial; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; last flight review September 27, 2001; seat: right; flight hours: 2,500 total, 1,200 in this make and model, 2,200 as pilot in command, 208 in the last 90 days, 80 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 99 °F ## 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 20020801017269A](https://openairdocs.org/incident/20020801017269A), Aug 1, 2002: Bell 206L1, Cameron, LA, No damage. (.19) On August 1, 2002, at 1540 central daylight time, a Bell 206L-1 helicopter, N25GH, was substantially damaged during a forced landing to the water… ## Docket (2 files) The files NTSB released with the investigation on July 19, 2007, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55386. 747 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 308 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40465873&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Other Pertinent Forms and Reports - Report from Manufacturer (item 2, .PDF, 439 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40465874&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20-%20Report%20from%20Manufacturer-Master.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.