LAX99FA200

The purpose of the flight was to transport two company employees to an island located 22 miles offshore. The pilot was not instrument rated. The weather conditions along the coast consisted of overcast skies with cloud bases from 700 to 1,100 feet, and, tops between 1,900 and 2,200 feet; visibilities were generally in the 4- to 5-mile range. Ground and pilot witnesses said that a localized area of lower cloud bases, between 350 and 500 feet, and reduced visibilities of about 1.5 miles existed in the area of the accident site. Review of recorded radar data disclosed that the helicopter descended from a cruise altitude of 900 feet and crossed the shoreline at 400 feet. As the helicopter reached the accident site location, it climbed to 600 feet over 19 seconds, then turned right to a northerly heading while the altitude climbed from 600 to 900 feet; the radius of turn was calculated at 720 feet at an average ground speed of 69 knots. The helicopter then descended to 700 feet as the radar track began a wide left turn, which then reversed to a tight right turn. The last four radar returns showed a right turn with a 120-foot radius, with a constant Mode C report of 700 feet; the average computed ground speed during this turn was 67 knots. The last radar return was a secondary beacon without a Mode C altitude report; the location of the last radar return was about 200 feet from where the wreckage was found on the ocean floor. No preimpact mechanical malfunctions or failures were found during examination of the wreckage.

History of flight

On May 28, 1999, about 0648 hours Pacific daylight time, a Messerschmitt-Bolkow-Blohm (MBB) BO 105LS A-3 helicopter, N811CE, crashed into the Pacific Ocean approximately 6 miles west-southwest of the Huntington Beach Pier, Huntington Beach, California. The aircraft, operated by Southern California Edison, Ontario, California, was destroyed. The commercial pilot was not recovered and is presumed to have sustained fatal injuries; the two passengers were recovered with the wreckage and suffered fatal injuries in the accident. The flight was conducted under the provisions of 14 CFR Part 91 as a corporate flight to transport two Edison employees to Catalina Island. The flight originated at an Edison Service Center helipad near Irvine, California, about 0625 as a non-stop flight to the Pebbly Beach helipad on Catalina Island, which is about 25 miles offshore. Visual meteorological conditions prevailed at John Wayne airport, near Irvine, at the time of the accident. No flight plan was filed with the Federal Aviation Administration (FAA); however, company flight following was being provided to the pilot.

FAA facility records disclosed that no ATC services or weather briefings were provided to the pilot on the morning of the accident. In both an oral interview and a written statement, the Chief Pilot for the company stated that prior to departure the pilot telephoned the company stations at Rosemead, San Onofre, Irvine, and Westminster for en route weather conditions. The company employee stationed at Catalina Island who was to pickup the passengers said the pilot did not contact him for the weather conditions.

According to weather reports and witness observations from pilots flying along the same general route, the weather in the channel between the Southern California coast and Catalina Island included cloud bases between 500 and 700 feet, and visibility values ranging from 1 to 3 miles. Isolated areas of lower cloud bases and visibility values were observed by the witnesses.

According to Southern California Edison, the pilot departed the Ontario airport at 0521, and flew to the company's general offices in Rosemead and picked up one of the passengers. The pilot had intended to fly to a company helipad in San Onofre to pickup the other passenger; however, the weather along the coast in the San Onofre area included fog and limited visibility. The pilot then asked the second passenger to drive to the Irvine helipad. The flight then left Rosemead and arrived at the Irvine helipad at 0610. After picking up the passenger, the flight departed for Santa Catalina Island. At 0640, the pilot talked to another company pilot on the radio and stated he would be "feet wet in 2 minutes." No further communications were recorded from the helicopter. According to the company chief pilot, the pilot had stated the night before that he intended to cross the coast at the Huntington Beach Pier and proceed direct across the channel to the island.

When the helicopter failed to arrive at Catalina, the company reported it missing and search efforts were initiated by the U.S. Coast Guard. Debris identified from the helicopter was found floating about 3.5 miles off the pier at 1203, along with a fuel slick. The Coast Guard reported the location of the debris field as north latitude 33 degrees 37.2 minutes by west longitude 117 degrees 58.2 minutes.

Recorded radar data covering the area of the accident was examined for the time frame, and a 1200 secondary beacon code target was observed that matched the anticipated flight track of the helicopter from the Irvine helipad to the point of disappearance. The data was supplied by the FAA in the form of a National Track Analysis Program (NTAP) printout from the Los Angeles Air Route Traffic Control Center (ARTCC) long range search radar at San Pedro, California, and a ARTS-IIIA CDR Editor listing from the Southern California Terminal Radar Approach Control, Los Alamitos, California, terminal radar antenna site. The data was then processed in the computer program Radar Viewpoint, by Airways Technology, Inc.

Review of the processed and raw data disclosed that the target was first identified at 0629:16 as it tracked northwest bound over the Interstate 5 freeway from the Irvine area climbing from a Mode C reported altitude of 500 feet to 900 feet. Shortly after reaching 900 feet, it then descended again to 600 feet. At 0636:50, the target turned southbound and tracked over the Santa Ana River until crossing the shoreline near the Huntington Beach pier at 0643:24. The Mode C reported altitude descended to 400 feet as the target crossed the shoreline. Beginning at 0646:24, the Mode C reported altitude climbed to 600 feet over 19 seconds, then turned right at 0646:47 to a northerly heading while the Mode C altitude exhibited a climb from 600 to 900 feet; the computer program calculated the radius of turn at 720 feet at an average ground speed of 69 knots. The Mode C reports then descended to 700 feet as the track began a wide left turn, which reversed to a tight right turn. The last four beacon returns showed a right turn with a 120-foot radius with a constant Mode C report of 700 feet; the average computed ground speed during this turn was 67 knots. The last radar return was a secondary beacon without Mode C at 0648:12, about 6 miles west south west of the Huntington Beach pier at west longitude 118 degrees 05 minutes 58 seconds by north latitude 33 degrees 36 minutes 44 seconds.

Personnel information

During the investigation, certified copies of the pilot's records were obtained from the FAA's Aeromedical Certification Division and the Airman Certification Branch. In addition, flight department records obtained from Southern California Edison were reviewed to document the pilot's training history, flight time, and, the recent duty/rest period activity within the week prior to the accident.

The pilot's FAA Airman Record file established that he held a commercial pilot certificate for rotorcraft helicopters with private privileges in single engine land airplanes. The most recent issuance of the pilot certificate was dated May 1, 1982, and was due to successfully passing the required tests for the commercial certificate in rotorcraft. The pilot did not hold an instrument rating for either rotorcraft or airplanes. In addition, he held an Airframe and Powerplant mechanics certificate and an Inspection Authorization.

Review of his Aeromedical Certification Division records disclosed that he held a second-class medical certificate issued November 30, 1998. The medical certificate contained the limitations that correcting lenses be possessed for near and intermediate vision. The pilot's medical record file also revealed that on December 5, 1990, he was issued a Statement of Demonstrated Ability waiver (SODA), number 30DD9025, for deficient right eye vision beyond the standards prescribed in 14 CFR 67.203. According to the most recent medical certificate examination form (FAA Form 8500-8), the pilot's corrected right eye visual acuity was 20/200 for distant and intermediate ranges, and, 20/100 for near ranges. The corrected visual acuity in the left eye was 20/20 in all ranges. Further examination of the records disclosed that the pilot was diagnosed in October 1989 with ischemic optic neuropathy of the right eye. The issuance of the SODA by the FAA Aeromedical Certification Division was based on medical examinations and the pilot's successful completion of a practical demonstrated ability test.

According to company records, the pilot had accrued a total flight time of 4,341 hours, of which 4,112 were in rotorcraft, and 49 in the BO-105. In the preceding 90 and 30 days, the pilot had flown 137 and 35 hours respectively, with 11 hours flown in the BO-105. The pilot's total night experience was determined to be 22 hours, with 2 hours flown in the past 90 days. No