Bell 407 N406AL

Summary

On 5 October 2012 at about 12:58 local time, a Bell 407 registered N406AL, operated by Bristow US, LLC., was involved in an accident near Intracoastal City, Louisiana, United States. One person was on board and one died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

5 October 2012 at 12:58

Classification

Accident

Location

Intracoastal City, Louisiana, United States

Nearest airport

Central Industries Airport (2LA0)

Coordinates

29.7872, -92.1583

Aircraft

Bell 407

Registration

N406AL

Category

Helicopter

Year built

2001

Engines

1

Operator

Bristow US, LLC.

Operating rule

Part 91: General Aviation

Purpose of flight

Other Work Use

Phase of flight

Not recorded

Route

Intracoastal City → Intracoastal City

Aircraft damage

Substantial

Weather

IMC

Light

Day

NTSB number

CEN13FA003

1 person died.

The pilot’s decision to attempt a local flight in marginal visual meteorological conditions and his subsequent loss of control following an inadvertent encounter with instrument metrological conditions shortly after takeoff.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

According to the operator, the pilot was performing a local postmaintenance flight following a routine phase check that had been completed the previous evening. Several witnesses reported seeing the helicopter start up and enter a low altitude hover before it hover-taxied toward the runway. One witness reported that she saw the helicopter depart on the runway heading and disappear into fog or a low cloud ceiling. Another witness, who also was a pilot employed by the operator, reported that there was mist, fog, and a low cloud ceiling when the helicopter departed. Recovered flight data indicated that, about 20 seconds after takeoff, the helicopter reached a maximum altitude of 255 feet and ground speed of 51 knots while still on the runway heading. The helicopter then entered a left descending turn, during which, it reached a maximum bank angle of 38 degrees to the left and a 20-degree nose-down pitch angle. The helicopter also achieved a 1,600 ft per minute descent during the turn. After turning about 200 degrees from the original departure heading, the helicopter descended into trees and terrain in a nose-low, left-skid-low attitude. The postaccident examination of the helicopter revealed no evidence of a preimpact failure or malfunction that would have precluded normal operation. Additionally, the engine exhibited damage consistent with it operating at the time of impact. The witness accounts of the helicopter climbing into a low cloud ceiling during initial climb and the subsequent descending left turn shown by the recovered flight data were consistent with the pilot inadvertently encountering instrument meteorological conditions and then attempting a course reversal. Additionally, the helicopter's descent rate and pitch and bank angles during the course reversal were consistent with the pilot lacking a discernible horizon or ground reference to maintain control of the helicopter. Although the helicopter was equipped with basic attitude instrumentation and avionics, it was not certified for flight under instrument flight rules (IFR). Additionally, although he held an instrument rating for helicopters, the pilot was not current for IFR operations nor was it required for his employment as a pilot of helicopters limited to visual flight rules operations.

Quoted verbatim from the NTSB record.