NTSB Factual Report

On November 25, 2003, at 0708 central standard time, a Bell 206B helicopter, N125TA, sustained minor damage during a forced landing in shallow water near Venice, Louisiana, after a loss of engine power while in cruise flight. The airline transport rated pilot, the sole occupant, was not injured. The helicopter was registered to and operated by Tex Air Helicopters, Incorporated. No flight plan was filed for the flight that originated in Pascagoula, Mississippi, about 0640, destined for Venice, Louisiana. Visual meteorological conditions prevailed for the positioning flight conducted under 14 Code of Federal Regulations Part 91.

The pilot calculated the trip would take approximately 42 minutes. He departed with 33 gallons of fuel indicated, which allowed enough fuel to reach the destination, plus reserve (20 minutes) and an additional 8 minutes. The helicopter does not have another means of checking fuel quantity except for the fuel gauge in the cockpit.

While en route, the pilot noticed that the fuel gauge needle was "sticking" or moving in increments, instead of one continuous movement, as expected. The last incremental jump went from 14 gallons down to 7 gallons, which alerted his attention that he may have less fuel than originally indicated. At that point, the helicopter was about 7 miles short of the destination, and the pilot elected to continue. Approximately one minute later, about 5 miles from the destination, the fuel boost pump caution light flickered, and approximately 15 seconds later the engine "flamed out." As the engine spooled down, the fuel gauge indicated 6 or 7 gallons. The pilot performed an autoration, deployed the floats, and landed in shallow water.

Initial examination of the helicopter by the operator revealed no structural damage, and 15 gallons of fuel were added in preparation for flying the helicopter to land. After the fuel was added, it was noted that the tail rotor drive shaft was sheared. The helicopter was towed to shore, placed on a flat bed, and transported to the operator's maintenance facility for further examination.

The helicopter was examined under the supervision of a Federal Aviation Administration (FAA) inspector. According to an FAA inspector, the 15 gallons of fuel added post-incident were drained from the fuel tank. Then, all remaining fuel was drained, which was approximately 6.5 to 7 gallons.

Examination of the fuel quantity indicating system revealed that when the tank was empty, the gauge's needle indicated below the "E", and approximately 3 gallons of fuel were added before the needle rested on "E." However, according to the Bell 206B maintenance manual, when the tank is empty, the gauge should sit on the "E", plus or minus 3 gallons.

This helicopter was equipped with two fuel boost pumps, a forward and an aft, which were installed in the forward section of the fuel tank. Both pumps were functionally tested. The forward boost pump, which sat lower in the tank, was found to be inoperative, and the aft pump was operative.

According to the Bell 206B Pilot Operating Handbook (POH), "Operation with both fuel boost pumps inoperative is not approved. Due to possible fuel sloshing in unusual attitudes or out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is 10 gallons."

Though it is possible for a pilot to test both boost pumps prior to flight, there was no directive outlined in the POH for a pilot to do so.

The fuel boost pump caution light was tested and examined. The examination revealed that the fuel pressure switch to the forward boost pump was inoperative.

Additionally, all fuel lines and screens were clear and absent of debris. No other mechanical deficiencies were noted.

The pilot reported the weather at the time of the accident was clear skies with winds from 090 degrees at 15 knots. He also reported a total of 14,175 total flight hours, of which,150 hours were in same make and model.

As a result of the investigation, Tex Air examined their remaining Bell 206B fleet and ensured the forward boost pumps, aft boost pumps and both fuel boost pump pressure switches operated as required. All aircraft systems operated properly.

In addition, Tex Air revised their Before Starting Engine checklist to include a functional test of each fuel boost pump and respective caution light.

NTSB Probable Cause

The failure of the forward boost pump while in cruise flight while operating with less than 10 gallons of fuel onboard, which resulted in a loss of engine power. A factor was the inoperative forward fuel boost pump caution light switch.