# NTSB FTW04LA088: Bell 206L-3, N81SP, W. Cameron 149, March 6, 2004 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 6, 2004, 16:23 local (22:23 UTC) - Place: W. Cameron 149 - Coordinates: 29.5, -93.416664 - Nearby events: https://openairdocs.org/map.md?lat=29.5000&lon=-93.4167&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 2 uninjured - Status: Completed, report July 29, 2004 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 58856 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW04LA088 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58856/pdf - Page: https://openairdocs.org/ntsb/FTW04LA088 ## Probable cause A partial loss of engine power due to undetermined reasons. A contributing factor was the emergency floats not being deployed. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - combustion assembly,combustion liner - foreign object damage - Forced landing, descent - emergency - Ditching, descent - emergency - emergency floats - not deployed, pilot in command (contributing factor) - terrain condition - water ## Analysis Approximately 10 seconds after takeoff from an offshore platform, the 3,299-hour pilot heard a loud bang and the engine lost partial power. The pilot initiated an autorotation to the water, and then heard a subsequent bang. Prior to touchdown, the pilot attempted to inflate the floats; however, the floats did not inflate. The pilot executed a flare, "pulled in pitch"; the helicopter "still had power" and entered into a hover. The pilot reported the helicopter "seemed to still be pulling in power when the [helicopter] touched the water then rolled and the blades hit [the water]." Inspection of the engine revealed minor damage to the compressor diffuser vane and the impeller, and foreign object damage (FOD) in the combustion chamber. It was not determined if the FOD occurred prior to the impact with the water. The reason for the partial loss of engine power was not determined. ## Factual narrative On March 6, 2004, approximately 1623 central standard time, a Bell 206L-3 single-engine helicopter, N81SP, sustained substantial damage during an autorotation to open ocean following a partial loss of engine power during takeoff from offshore platform West Cameron 149, in the Gulf of Mexico. The helicopter was registered to and operated by Petroleum Helicopters Inc. (PHI), of Lafayette, Louisiana. The commercial pilot and one passenger were not injured, and one passenger sustained minor injuries. Visual meteorological conditions prevailed, and a company visual flight rules flight plan was filed for the 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The flight's intended destination was offshore platform West Cameron 98. According to the pilot's statement, approximately 10 seconds after takeoff, he heard a "loud bang." The pilot initiated an autorotation, and then heard a "second bang." While descending, the pilot attempted to inflate the skid-mounted floats; however, the floats did not inflate. The pilot executed a flare, "pulled in pitch"; the helicopter "still had power" and entered into a hover. The pilot reported the helicopter "seemed to still be pulling in power when the [helicopter] touched the water then rolled and the blades hit [the water]." Inspection of the engine by a PHI representative revealed minor damage to 13 blades of the impeller with .030 inches maximum depth on 3 blades. The compressor diffuser vane exhibited a 1/4 inch torn and bent vane that caused blockage. Damage to a second vane appeared to have a spring imprint matching a piece of ferrous material that was lodged inside of the combustion liner. The material appeared to be a portion of a camloc fastener spring. It was not determined if the foreign object damage (FOD) occurred prior to the impact with the water. The PHI representative reported that before the flight, a 360 degree walk around inspection for FOD was performed, and no foreign objects were found. The engine's last AAIP inspection was accomplished on January 27, 2004, and had accumulated approximately 150 hours up to the time of the accident. Examination of the fuel control system revealed that a large piece of the governor body was broken-off and missing. A fuel control pneumatic leak check was not performed due to damage sustained to the governor. The fuel control was tested "as received" with no anomalies noted. The Apical Emergency Float System, Supplemental Type Certificate (STC) SR00067LA, is a mechanically designed cable system that inflates three emergency floats on each skid. This is accomplished by pulling a lever attached to the cyclic. By squeezing the lever, a series of cables are pulled tight, which in turn pulls a disk that separates from a nitrogen container, allowing the nitrogen to inflate the floats. Inspection of the float system rigging by a PHI representative found an excess of slack in the rigging approximately 3/4 to 7/8 of an inch in length. Further examination revealed that, even after squeezing the actuator lever all the way to the cyclic, there was still approximately 1/8 of an inch of slack in the cable. ## Aircraft - Registration: [N81SP](https://openairdocs.org/deregistered/N81SP-2005-07-12), registration cancelled 2005-07-12, S/N 51029, built 1982 (OpenAirDocs) - Reported make and model: Bell 206L-3 - Registry model: [Bell 206L-3](https://openairdocs.org/model/bell-206l-3) (registry code 1182108) (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: 51029 - Airframe hours: 14167.35 - Engines: Rolls-Royce 250-C3OP 650 horsepower turbo shaft - Damage: Substantial damage - Flight: Part 135 - Registered owner: Petroleum Helicopters Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, January 27, 2004, 150 hours before - Departed: GOM, W. Cameron 149, GM - Destination: West Cameron 98, GM - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 35; injuries: none; commercial; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; last flight review June 7, 2003; seat: right; flight hours: 3,299 total, 206 in this make and model, 2,371 as pilot in command, 112 in the last 90 days, 60 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 63 °F - Altimeter: 30.11 inHg ## 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 20040306010969A](https://openairdocs.org/incident/20040306010969A), Mar 6, 2004: Bell 206L3, Destroyed. (-23) The pilot stated that he heard a loud bang and felt a shudder in the airframe shortly after takeoff from an offshore platform. The pilot immediately… 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.