CHI03FA259

The inadequate compensation for crosswind conditions and the directional control not obtained/maintained by the pilot during takeoff. Contributing factors were the crosswind and the planned approach to position the helicopter with a crosswind in order to perform hot refueling adjacent to the helideck refueling station.

The on-demand offshore helicopter flight received substantial damage when, according to a witness, it rolled right and off the platform during takeoff. A passenger aboard the flight said that the distance between the helicopter's right landing gear skid and the refueling station was enough to allow two people to walk through. Examination of the wreckage and platform revealed the presence of witness marks and paint transfer on the helideck and right landing skid. Visual meteorological conditions prevailed at the time of the accident. Witnesses reported that the helicopter landed next to the refueling station on the helideck with a left crosswind of 10-20 mph and one of these witnesses said that the winds increased to 45-50 mph with misting rain. Another witness said that the wind was high and increased in intensity. Rain was also present and he noted a bolt of lightning in the vicinity. No anomalies were noted with the helicopter's propulsion and flight control systems.

HISTORY OF FLIGHT On August 13, 2003, at 1130 central daylight time, a Bell 206L-3 helicopter, N41128, operated by Petroleum Helicopters, Inc. (PHI), received substantial damage during takeoff from Eugene Island 276 helideck, located in the Gulf of Mexico. Visual meteorological conditions prevailed and a company visual flight rules (VFR) flight plan was activated for the Title 14 Code of Federal Regulations (CFR) Part 135 passenger transport flight. The commercial pilot and two passengers were fatally injured, one passenger was seriously injured, and one passenger received minor injuries. The flight was originating at the time of the accident and was en route to Petroleum Helicopters-Intracoastal City Heliport (7LS4), Intracoastal City, Louisiana. A witness stated that he was about 80 feet away on the 3/4 platform when he first saw the accident helicopter approach. He stated the wind was blowing from the southeast at 10-15 knots with some storms throughout the day. He stated that he believed that the accident helicopter came in from the southeast. The helicopter landed off the helideck center next to the refueling station. The helicopter then moved rearwards to position the tail rotor off the platform to load passengers since there was only one access to the helideck. The helicopter was not shut down after it had been positioned. The helicopter remained on the helideck for about eight minutes during which time it was refueled by one of the passengers and three additional passengers boarded with their baggage. One of the three additional passengers had two bags and the remaining two passengers had at least one bag. The passengers were carrying only clothes in their bags. The bags were described as 4-foot long duffel bags that can carry 40-60 lbs. The witness added that, "everything was normal," and they "were rushing because rain was moving in." He observed the helicopter after everybody boarded and said the 'rpms' came up and heard "nothing strange." The helicopter started coming up to about 3 feet above the helideck. He stated, "The nose went straight up and down onto the right side" and the helicopter rotated to the right. When the nose pitched up, the tail boom hit and snapped. The tail boom was completely severed from the fuselage. He said, "it was so fast and so violent." The nose of the helicopter went up about 35 degrees, and the tail boom snapped. A second witness located 100 yards away on another platform saw the helicopter approach. He could not provide a compass heading from which the helicopter was approaching, but said that it was from Block "266." The helicopter touched down on the right side of the helideck next to the refueling station. He said that when helicopters need to refuel, they land "close to the fuel tank." The winds were 15-20 mph at the time of landing. The helicopter did not land into the wind. The helicopter remained on the platform for about 15-20 minutes during which time one of the passengers fueled the helicopter. The winds increased to about 45-50 mph with misting rain and were "blowing harder" since the time that the helicopter landed. The flare pipe was moving up and down. The wind was oriented such that it was against the left side of the helicopter. He said that it was not a direct wind into the left side but "just about." He said that the helicopter never lifted off the helideck, but there was an increase in engine sound and then the helicopter rolled to the right. The rotor was "running wide open." The nose of the helicopter or the tail rotor never pitched up or down before it rolled over. They had three different duffel bags all of which were 1/2 full and were of such a size that they could all fit into the baggage compartment. A third witness stated that he was at least 100 yards away from the helicopter at the time of the accident. The helicopter was above him relative to his position. He could not see the skids. The wind was high because there was "bad weather moving in." He observed rain and one bolt of lightening. The rain and wind increased in intensity. It rained for several minutes after the accident. He did not see the helicopter approach and land. He could not tell if the helicopter lifted up because "it happened quick." When the helicopter "idled up" it tilted to the right, and the tail broke off after it hit. He has seen helicopters park close to the refueling station when they needed to refuel. One of the passengers stated that the helicopter was having trouble taking off. There was plenty of room for two people to walk between the right skid and the fuel platform. The pilot did not say anything during the accident sequence. PERSONNEL INFORMATION The pilot was a United States Army helicopter pilot from November 1967 to September 1983. He was issued a commercial pilot certificate with a rotorcraft-helicopter rating on July, 25, 1969. He received an honorable retirement from the Army as Major on December 31, 1985. Following his retirement, he was employed in nonflying positions until he was employed by PHI as a helicopter pilot on January 30, 1988. At the time of his employment application with PHI, the pilot reported a total flight time of 2,252 hours, 1,912 hours as pilot-in-command, and 170 hours offshore experience. On October 1, 2002, the pilot was issued a second class airman medical certificate with the following limitations, "holder shall possess glasses that correct for near and intermediate vision." On August 6, 2003, and August 7, 2003, the pilot received 01:15 hours and 02:45 hours of training in a Bell 206 fixed training device (FTD). On August 7, 2003, the pilot received a Title 14 CFR Part 135.293 (Initial and recurrent pilot testing requirements) and Title 14 CFR Part 135.299 (Pilot in command: Line checks: Routes and airports) Airman Competency / Proficiency Check using a Bell 206. All areas included in the check were satisfactory. Unusual altitude recovery, inadvertent IMC, other (M.E.L.) and emergency drills and training were completed in a Bell 206 FTD. Settling with power and dynamic rollover were listed as oral checks. The duration of the check was 35 minutes. The check was administered by a PHI check airman. At the time of the accident, the pilot had accumulated a total flight time of 10,406 hours, of which 6,858 hours were offshore in Bell 206 helicopters, and 5.35 hours were offshore in Bell 206 helicopters during the 30 days prior to the accident. Federal Aviation Administration (FAA) records indicate that the pilot did not have any prior accidents, incidents or violations. Flight and Duty Time Log information shows that on August 12, 2003, the pilot reported for duty at ICY at 0550 and ended his duty day at ICY at 1740. A flight time of 01:40 hours in a Bell 206 was recorded. The pilot reported for duty at ICY at 0600 on the day of the accident. AIRCRAFT INFORMATION The 1985 Bell 206L-3, serial number 51134, was powered by a Rolls Royce Allison 250-C30P, serial number CAE-890396, turbo-shaft engine. The helicopter was painted yellow and black with white skid landing gear. The helicopter was last inspected during a 150-hour inspection on July 11, 2003, at a total airframe time of 12,472 hours. The engine had accumulated a total of 17,865 hours at the time of the accident, and underwent its last 100-hour inspection on August 4, 2003. The helicopter was equipped with a landing skid flotation device. The certified maximum gross takeoff weight for the Bell 206-L3 is 4,150 lbs (Internal Loading). The longitudinal and lateral center of gravity limits (Internal Loading) are: Forward: 118 inches up to 2,800 lbs changing linearly to 119.1 inches at 4,150 lbs Aft: 128.5 inches up to 2,900 lbs changing linearly to 126.85 inches at 4,150 lbs Left: 4.0 inches Right: 3.5 inches The accident helicopter empty weight and balance was listed as 2,666.0 lbs, arm of