FTW04FA007

The pilot's loss of control following an inadvertent encounter with adverse weather conditions. Contributing factors were the prevailing thunderstorms, the low ceilings, and the miscommunication between the pilot and the company's communication center in obtaining in-flight weather advisories, including aircraft location.

The 18,913-hour non-instrument rated commercial pilot lost control of the helicopter after encountering adverse weather conditions while maneuvering to land at an offshore platform. The helicopter impacted into the ocean and sank in a water depth of 150 to 180 feet. The recovery of the remains of the helicopter was delayed for several days due to the prevailing adverse weather conditions. Flight control continuity could not be established due to the extensive fragmentation of the wreckage. Examination of the wreckage did not reveal any anomalies or discrepancies with the airframe or powerplant. The emergency floats were found not to be deployed. The helicopter was found to be within weight and balance limits during all facets of the flight. Radio communications between the operator's communications center and the pilot revealed misinformation concerning operational and weather conditions. Witnesses and company weather reporting stations reported weather conditions at the time of the accident as visibility varying between 1/4 statute miles and 3 statute miles, overcast ceilings varying between 100 feet above ground level (agl) to 1,300 feet agl, thunderstorms, and rain.

HISTORY OF FLIGHT On October 10, 2003, approximately 1049 central daylight time, a Bell 206L-3 single-engine helicopter, N81671, call sign Sierra 61, registered to and operated by Petroleum Helicopters, Inc. (PHI), of Lafayette, Louisiana, was destroyed when it impacted water following a loss of control while maneuvering near offshore platform West Cameron (WC) 509, located in the Gulf of Mexico. The commercial pilot and two passengers were fatally injured. Instrument metrological conditions (IMC) prevailed, and a company visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 135 on-demand air taxi flight. The local flight departed platform High Island (HI) 330 at 1006, and was destined for West Cameron 509, with an estimated time of arrival of 1030. Sierra 61's first flight of the day on October 10, 2003, originated from WC 509 at 0832, with the pilot reporting fuel-on-board to be "2 hours and 05 minutes," while en route to HI 330. The flight arrived at HI 330 at 0854. The second flight of the day departed HI 330 at 1006 with two passengers, and was destined for WC 509, with an estimated time of arrival at 1030. At 1009, the pilot reported the fuel-on-board to be "one hour and 35 minutes." At 1035, Sierra 61 reported to PHI's Communications Center (COMCTR) that it was landing at WC 509. According to a witness located on WC 509, the helicopter was observed, "coming down at a very steep angle from the southeast on the southwest side of the platform. The helicopter started to ascend on a northwestern heading, as he lost sight of the helicopter very quickly due to the heavy rain." At 1046, Sierra 61 called the COMCTR asking for information and assistance to get out of the weather. Because of the prior 1035 call to COMCTR, PHI's flight follower was under the impression that the helicopter had already landed at WC 509. At 1049, the COMCTR answered Sierra 61 by suggesting that he "just tie down for a few minutes and let it pass you over, and then take off again." Sierra 61 never responded. Another PHI flight overheard the radio communication between Sierra 61 and COMCTR and suggested that COMCTR call WC 509 to verify that Sierra 61 was actually on the helideck. After verifying that the helicopter was not on the helideck, a search was initiated in the WC 509 area. At 1717, a signal emitted from an Underwater Emergency Position (Pinger) was received by a search boat. At 2100, a PHI hydrophone (device to pick up underwater acoustic energy) was used to confirm the signal from inside the East Cameron (EC) 264 block area. At 1030 on October 11, an oil slick was spotted inside the EC 261 block, approximately four miles northeast of WC 509. After several days of four to eight feet sea conditions and wind of 30 to 40 knots, the location of the helicopter wreckage was confirmed by divers in the EC 264 block on October 12, about 2310. The search for occupants continued until the early hours of October 14, before the last person aboard the helicopter was recovered. PERSONNEL INFORMATION The non-instrument rated commercial helicopter pilot, age 61, had been employed by PHI since April 1, 1980, and did not hold any other ratings. At the time of his employment application with PHI, the pilot had accumulated 5,530 hours of helicopter time. Initial completion of helicopter training was received from the armed forces of the Republic of South Vietnam in November 1966. PHI assigned the pilot to offshore platform WC 509 on August 8, 2002, and he commuted from PHI's Sabine Pass base (SABN), near Sabine Pass, Texas. He started his last 14-day work schedule on October 2, 2003. The Flight and Duty Time Log shows that on October 9, 2003, the pilot reported for duty at 0630 at Sabine Pass and ended his duty day on WC 509 at 1700, with 3:05 hours of flight time. On the day of the accident, the pilot reported for duty on WC 509 at 0630. According to company records provided by PHI, the pilot had accumulated a total of 18,913 hours, with 12,416 hours in the Bell 206 model. Federal Aviation Administration (FAA) records indicate that the pilot did not have any prior accidents, incidents, or violations. He had accumulated 67 hours of flight time in the accident make and model in the last 30 days. The pilot held a valid FAA second-class medical certificate issued February 11, 2003, with the restriction of "Holder shall posses glasses for near and intermediate vision." On April 4-5, 2003, in accordance with 14 CFR 135 recurrent and proficiency check training, the pilot satisfactorily completed PHI's Bell Helicopter (BH) 206 VFR recurrent training requirements. The training included groundschool operational requirements and two flight training device (FTD) module periods (total 3:00 hours). FTD period one consisted of normal and emergency procedures, including weather minimums, passenger briefings, and heliport requirements. FTD period two included recognizing and avoiding severe weather situations, inadvertent entering and escape from IMC, emergency egress, and ditching procedures. AIRCRAFT INFORMATION The 1989-model Bell 206L-3, serial number 51301, was equipped with a 650-horsepower Rolls-Royce Allison 250-C30P turboshaft engine, serial number CAE 890094S, a two-bladed main rotor system, and a two-bladed tail rotor. The 12 month/1200-hour airframe inspection was completed on January 11, 2003, with 12,902.25 hours. The helicopter completed 300-hour and 150-hour maintenance inspections, in accordance with its approved aircraft inspection program, on October 5, 2003, with total aircraft time of 13,669.45 hours. From PHI's aircraft status report, the helicopter had accumulated a total time of 13,692.40 hours on October 9, 2003. The engine had completed the 150-hour and 400-hour inspections on September 26, 2003, with total time of 10,902.30 hours. On October 9, 2003, the recorded total time on the engine was 10,961.35 hours. A review of the airframe and engine records did not reveal any open discrepancies or anomalies. Log sheet maintenance discrepancies were reviewed for the last 45 days, including corrective maintenance actions. The last two days of log sheets were aboard the helicopter and were not recovered. No open discrepancies or unusual events were noted. There were no deferred maintenance items using the policies and procedures of the Minimum Equipment List (MEL) and Configuration Deviation List (CDL), during the last 45 days up to October 8, 2003. The computerized listing for major repair and alterations was examined, and no discrepancies were noted. Weight and Balance control procedures were approved by the FAA, with an effective date of April 4, 2002. These procedures by which either actual or approved average baggage, passenger, and crew weights may be used are in the operator's control program. N81671 was weighed on April 6, 2003. Total empty weight was 2,762 pounds, longitudinal arm 129.9 inches and moment 358721.2, lateral arm 0.07 inches and moment 201.84. A weight and balance form sheet was computed by PHI for the NTSB's investigator-in-charge (IIC), with estimated weights for crew, passengers, cargo, and fuel for determining center of gravity (CG). The actual seating of passengers aboard the helicopter was determined by witness statements. The result of the computation was that the aft, forward, and lateral CG range were within gross weight limits. The helicopter was not equipped with a cockpit voice recorder (CVR) or flight data recorder (FDR), nor are they required. METEOROLOGICAL INFORMATION During an on-site evaluation of PHI's Communication Center (COMCTR) by the NTSB investigator-in-charge (IIC), the following weather service capabilities were noted: tailored weather radar graphics showing oil platforms with near real-time radar echoes overlaid on the display; all pilots start the day with a weather briefing fro