# NTSB FTW95FA116: Bell 206L-4, N172AL, East Cameron, February 14, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 14, 1995, 15:34 local (21:34 UTC) - Place: East Cameron - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 5 fatal - Status: Completed, report October 16, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 19212 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW95FA116 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19212/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=19212 - Page: https://openairdocs.org/ntsb/FTW95FA116 ## Probable cause INADVERTENT FLIGHT BY THE PILOT INTO INSTRUMENT METEOROLOGICAL CONDITIONS (IMC), AND HIS FAILURE TO MAINTAIN CONTROL OF THE HELICOPTER AFTER BECOMING SPATIALLY DISORIENTED. FACTORS RELATED TO THE ACCIDENT WERE: THE ADVERSE WEATHER CONDITIONS, AND THE PILOT'S LACK OF RECENT INSTRUMENT EXPERIENCE. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - normal - weather condition - low ceiling (contributing factor) - weather condition - fog (contributing factor) - vfr flight into imc - inadvertent, pilot in command (cause) - Loss of control - in flight, cruise - aircraft control - not maintained, pilot in command (cause) - spatial disorientation, pilot in command (cause) - lack of recent instrument time, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis AT 1445 CST ON 2/14/95, THE HELICOPTER TOOK OFF ON A FLIGHT FROM AN OFF-SHORE PLATFORM IN THE GULF OF MEXICO TO INTERCOASTAL CITY, LA. DURING THE FLIGHT, THE PILOT MADE SEVERAL POSITION REPORTS WITH THE LAST ONE BEING 32 MILES SOUTH OF INTERCOASTAL CITY. AT 1534, HE MADE A SERIES OF MAYDAY TRANSMISSIONS INDICATING INADVERTENT FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS (IMC). THE HELICOPTER, HOWEVER, WAS NOT CERTIFICATED FOR FLIGHT IN IMC. WHEN THE HELICOPTER DID N0T ARRIVE, A SEARCH WAS INITIATED, BUT SEARCH AND RESCUE EFFORTS WERE HAMPERED UNTIL 2/19/95 BY FOG AND IFR CEILINGS. PIECES OF THE HELICOPTER WERE FOUND WITH INDICATIONS THAT IT HAD IMPACTED THE WATER. ALSO, THE BODIES OF 4 OCCUPANTS WERE RECOVERED, BUT 1 OCCUPANT WAS NOT FOUND AND WAS PRESUMED TO HAVE BEEN FATALLY INJURED. LOW CEILINGS AND FOG PREVAILED ALONG THE GULF OF MEXICO AT THE TIME OF THE ACCIDENT. ON 11/18/94, THE PILOT HAD SATISFACTORILY COMPLETED A VFR ONLY FLIGHT CHECK, INCLUDING EMERGENCY VERTICAL HELICOPTER INSTRUMENT RECOVERY PROCEDURES. COMPANY RECORDS INDICATED HE HAD 0.20 HOUR OF INSTRUMENT HOOD TIME DURING THE PREVIOUS 6 MONTHS. BEFORE TAKEOFF, OTHER COMPANY PILOTS ADVISED THE ACCIDENT PILOT THAT WEATHER CONDITIONS WERE DETERIORATING AND VARIED FROM COMPANY MINIMUMS (500 FOOT CEILING AND 3 MILES VISIBILITY) TO OBSCURED SKIES WITH VISIBILITY LESS THAN 2 MILES IN FOG. HE ALSO ACKNOWLEDGED TO OTHER PILOTS THAT WEATHER ON THE PLATFORM WAS DETERIORATING AND THAT HE WAS DEPARTING. ## Factual narrative HISTORY OF FLIGHT: On February 14, 1995, at 1534 central standard time, a Bell 206L-4, N172AL, during cruise flight impacted water in the Gulf of Mexico. The commercial pilot and three passengers sustained fatal injuries. A fourth passenger, not recovered, is presumed to have received fatal injuries. The Title 14 CFR Part 135 flight, operated by Air Logistics, departed an offshore oil platform (East Cameron 335) at 1445 en route to Intracoastal City, Louisiana. Instrument meteorological conditions due to low ceilings and fog existed throughout the area. Flight following via radio contact was maintained with company dispatch personnel. The flight originally departed Intracoastal City at 0657 and arrived at the offshore platform (East Cameron 335) at 0803. Throughout the day, N172AL made several flights to other offshore platforms (see enclosed radio log). The operator stated weather for flights departing the offshore platforms could be obtained by calling the company dispatcher; however, records did not indicate preflight weather briefings for N172AL. Following the departure from the offshore platform, the pilot made several position reports. At 1529, the pilot of N172AL made a position report 32 miles south of Intracoastal City. At 1534 the company dispatch operator received a series of 4 mayday transmissions from N172AL indicating inadvertent flight into instrument meteorological conditions. PERSONNEL INFORMATION: A review of Federal Aviation Administration (FAA) records indicated that the pilot satisfactorily completed the military competence instrument written examination on December 3, 1991, and was issued the commercial pilot certificate with the helicopter and instrument ratings. The pilot satisfactorily completed a Title 14 CFR Part 135 flight check on November 18, 1994 for flight in VFR conditions. The flight check included emergency vertical helicopter instrument recovery procedures. Company flight records indicated a flight time of 0.2 hour of simulated instrument time during the last 6 months. Company personnel reported that the pilot started flights in the East Cameron field on April 7, 1994, with a work cycle of 7 days on followed by 7 days off. Flight hours on February 8, 1995, was 7.5 followed by 23.3 hours during the first 5 days of the current work cycle which began on February 9, 1995. AIRCRAFT INFORMATION: The helicopter was maintained in accordance with a continuous airworthiness program. There were no open discrepancies found in the maintenance records. Company personnel stated that the helicopter was not certified for flight in instrument meteorological conditions. METEOROLOGICAL INFORMATION: A review of meteorological data for the coastal areas and the Gulf of Mexico revealed a trough along the Texas coast and a stationary front in the southeast portion of the Gulf of Mexico with IFR conditions throughout the day. The area from Sabine Pass, Texas, to New Orleans, Louisiana, included ceilings below 1,000 feet MSL and visibility below 1 mile due to rain and fog. Company pilots reported that weather offshore from Intracoastal City varied from company minimums (500 foot ceiling/3 mile visibility) to obscured ceilings with visibility less than 2 miles due to fog. The pilot of N172AL acknowledged the weather information, reported deteriorating weather at his location (platform East Cameron 335), and reported a planned departure to Intracoastal city. WRECKAGE AND IMPACT INFORMATION: Until February 19, 1995, search and rescue efforts were hampered by fog and IFR ceilings. Through March 23, 1995, bodies of the pilot and three of the four passengers were recovered south of Lake Charles, Louisiana. All four bodies had life jackets on them, and one had been inflated. An additional life jacket was found floating in the water at West Cameron block 225. These jackets are manually inflated. On March 16, the left horizontal stabilizer and winglet were recovered from High Island block A239 (latitude 28.37.59 W; longitude 093.54.47 N) south of Galveston, Texas. The right horizontal stabilizer and winglet with approximately 4 feet of the tailboom was recovered on March 20, 1995, by a research vessel south of Galveston, Texas. On June 20, 1995, a portion of the oil cooler cowling was recovered south of Sabine, Texas. The area searched was in excess of 10,000 square miles and the official search was terminated on March 30, 1995, with the missing components presumed as destroyed. MEDICAL AND PATHOLOGICAL INFORMATION: The autopsy was performed by Forensic Pathologist, Vladmirir M. Parungao, M. D., at Galveston, Texas. Toxicology was positive for alcohol; however, Dr. Canfield of the Federal Aviation Administration Civil Aeromedical Institute at Oklahoma City, Oklahoma, stated that the ethanol level was "below allowable levels and there was some putrefaction of specimens." He further stated that he could not "confirm ingestion of alcohol." ADDITIONAL INFORMATION: The recovered helicopter components have not been released pending the possibility of further investigation if other components are recovered. ## Aircraft - Registration: [N172AL](https://openairdocs.org/deregistered/N172AL-1997-03-03), registration cancelled 1997-03-03, S/N 52065 (OpenAirDocs) - Reported make and model: BELL 206L-4 - Registry model: [Bell 206-L4](https://openairdocs.org/model/bell-206-l4) (registry code 1182110) (OpenAirDocs) - Category: Helicopter - Serial number: 52065 - Airframe hours: 1560 - Engines: ALLISON 250-C30P 650 horsepower turbo shaft - Damage: Destroyed - Fire: Unknown - Flight: Part 135 - Operator: Offshore Logistics, Inc., doing business as Air Logistics - Registered owner: Offshore Logistics - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, February 1, 1995, 62 hours before - Departed: 335, GM - Destination: 7R4, INTRACOASTAL, LA - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; commercial; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 3,755 total, 780 in this make and model, 2,786 as pilot in command, 283 in the last 90 days, 95 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Visibility: 1 statute miles - Lowest ceiling: 200 ft overcast ## 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 19950214003199A](https://openairdocs.org/incident/19950214003199A), Feb 14, 1995: Bell 206L4, Intercoastal Ci, LA, Destroyed, 5 fatal. Departed oil rig for shore ran into IMC. Helicopter not IFR equipped. Impacted water. Was advised IMC en route. ## Docket (12 files) The files NTSB released with the investigation on October 1, 1995, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=19212. 3.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 339 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428836&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Supplement C (item 2, .PDF, 366 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028525&FileExtension=.PDF&FileName=Supplement%20C-Master.PDF - Supplement D (item 3, .PDF, 421 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028526&FileExtension=.PDF&FileName=Supplement%20D-Master.PDF - Supplement G (item 4, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028527&FileExtension=.PDF&FileName=Supplement%20G-Master.PDF - Supplement K (item 5, .PDF, 362 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028528&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Supplement M (item 6, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028529&FileExtension=.PDF&FileName=Supplement%20M-Master.PDF - Supplement S (item 7, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028530&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Supplement U (item 8, .PDF, 311 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40028531&FileExtension=.PDF&FileName=Supplement%20U-Master.PDF - Meteorology (item 9, .PDF, 249 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428837&FileExtension=.PDF&FileName=Meteorology-Redacted.PDF - Statements (item 10, .PDF, 300 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428838&FileExtension=.PDF&FileName=Statements-Redacted.PDF - Other Pertinent Forms and Reports (item 11, .PDF, 954 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428839&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Redacted.PDF - Toxicological Report (item 12, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428840&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.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.