On January 9, 2003, approximately 1500 central standard time, an Aerospatiale AS-350-BA single-engine helicopter, N22TV, impacted the water during an autorotation following a loss control during the initial descent near Venice, Louisiana. The instrument-rated commercial pilot and three passengers sustained minor injuries, and one passenger was not injured. The helicopter was registered to and operated by Tex-Air Helicopters Inc., Houston, Texas. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed for the Title 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The flight departed the Main Pass 61A (MP 61A) offshore platform at 1440, and was destined for Venice. According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) pilot statement, approximately 1439 the helicopter landed at MP 61A. With the engine operating, one passenger exited the helicopter, unloaded his baggage from the cargo compartment, and another passenger loaded his baggage in the right aft cargo compartment and boarded the helicopter. According to the pilot, the passenger had received a safety briefing regarding the operation of the helicopter's doors and latches. The helicopter departed for Venice which was located approximately 23 nautical miles to the west. During the initial descent to Venice while at 800 feet agl, the pilot felt a "sudden hard shudder and noise from the aircraft." A passenger reported the right baggage door was open and flapping. The pilot stated the helicopter entered a yaw to the left, and the pilot then realized he had no response from his inputs to the tail rotor pedals. After attempting to gain altitude by increasing power, the helicopter started to spin to the left. The pilot initated an autorotation and pulled the manual emergency float handle. Subsequently, the helicopter impacted the water and came to rest partially submerged. The left side float deployed; however, the right side float was not activated. The pilot and passengers exited the helicopter and were rescued by a fishing vessel. On January 13, 2003, under the supervision of an FAA inspector, the helicopter was examined by representatives of the FAA Rotorcraft Directorate, Fort Worth, Texas, and a representative of the aircraft manufacturer. The examination revealed the right aft cargo door had not been properly secured prior to the accident flight. Evidence revealed the lower forward latch had been closed; however, it did not engage and secure the door to the striker plate and fiberglass door frame. A paint rub signature on the door frame was consistent with the latch mechanism in the closed position. The lower aft striker plate, which was deformed, revealed the latch had been engaged and pulled out. The tail rotor blades exhibited scratch marks and residual white material along their respective leading edges. The vertical fin, which remained attached to the tail boom, displayed marks consistent with the marks noted on the tail rotor blades. The one-piece tail rotor drive shaft was found sheared just aft of the splined portion of the drive shaft. The paint on the forward and aft portions exhibited evidence of torsional distortion. The emergency float system was examined at Safetech, Houston, Texas, under the supervision of an FAA inspector. The reason for the failure of the right float to deploy was not determined. According to the operator, some of the baggage, which was located in the right aft cargo compartment prior to the accident flight, was not recovered.