2003 was worst year yet for offshore helicopters in the Gulf of Mexico

In over two decades of operations in the Gulf of Mexico, 2003 was the worst year on record, according to the Helicopter Safety Advisory Conference (HSAC) annual review. In the 20 years since HSAC began gathering data, 2003 had the highest number of fatal events (7), total fatalities (12), and the second highest number of total accidents (15).

The report attributes the accidents to a mix of mechanical malfunctions, pilot error and poor maintenance. According to Ladd Sanger, who is a licensed helicopter pilot, in addition to being an aviation attorney, “Safety would be greatly increased in the Gulf if more operations were conducted with twin-engine, dual-pilot helicopters.”

Congressional action needed

In 2004, there have been 14 fatalities in Gulf of Mexico helicopter crashes. The dangers of offshore helicopter operations have not gone unnoticed by the U.S. government, which acknowledges the dearth of weather reporting, navigation and communication capabilities for helicopter operations in the Gulf of Mexico.

“Although Congress has recognized some of the problems and has even authorized a partial remedy, Congress has not appropriated the money to put the remedy in place,” Sanger said.

Industry efforts

While Congress is stalled, the helicopter industry is taking steps to enhance safety.

According to Helicopter Association International (HAI) President, Roy Resavage, “Over the past year, offshore helicopter operators and oil exploration companies have worked with the Federal Aviation Administration (FAA) to develop a cost-sharing program to improve air-traffic services in the offshore and international air space controlled by the FAA and the Gulf.”

Under the HAI program, offshore platform owners would provide free space on rigs for weather-operation systems and communications and navigation equipment. Helicopter operators would transport the FAA personnel needed to maintain the equipment for free, if the FAA pays for the cost of the equipment.

One engine is not enough

“While improved navigation and communications are steps in the right direction, these measures alone will not address every deficiency in offshore helicopter safety,” Sanger said.

According to the HSAC review, of the 47 accidents that occurred from 1999 through 2003, 30% were fatal, killing 19 and injuring 42. Fifty-three percent of these accidents were due to pilot procedures and 28% were caused by mechanical malfunctions. Notably, all accidents in 2003 involved single-engine helicopters.

“Statistics like these suggest that using twin-engine, dual-pilot helicopters would help eliminate mistakes. Certainly, having two engines would help prevent crashes from mechanical malfunctions,” Sanger said.

“The marginal increase in costs would be far out weighed by the number of lives and aircraft that would be saved,” Sanger said.

Slack & Davis currently represents several families who lost loved ones in Gulf helicopter crashes.