Eurocopter AS-350-B2 accident near Valdez, Alaska, April 11, 2002
On April 11, 2002 at about 10:15 pm local time, a Eurocopter AS-350-B2 (helicopter), registered N917JT, was substantially damaged in an accident near Valdez, Alaska. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to disengage the hydraulic system, and maintain forward airspeed during landing as delineated in the emergency procedures section of the helicopter's operations manual, which resulted in a loss of control while hovering. Factors contributing to the accident were the separation of the hydraulic pump drive belt, and the subsequent lockup of the flight control system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2002 · about 10:15 pm local time
- Place
- Valdez, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS-350-B2 · all AS-350-B2s on the register
- Registration
- N917JT · no longer on the register · serial 2759
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the helicopter was returning to a remote lodge with six skiers aboard. While in cruising flight, the hydraulic pressure warning light on the enunciator panel illuminated, and the aural warning horn sounded, indicating a loss of hydraulic pressure. The pilot confirmed the loss of hydraulic pressure, and slowed the forward airspeed of the helicopter. He cycled the hydraulic cut-off switch on the collective lever by turning the system off momentarily, and then on again. The pilot made a landing pattern and approach to a road, and brought the helicopter to a hover above the road. After coming to a hover the helicopter rolled hard left, and impacted the terrain inverted. According to the helicopter's operator manual, upon loss of hydraulic pressure, the pilot should reduce collective pitch to reduce the airspeed, disengage the collective pitch hydraulic pressure switch, make a flat approach, and land with forward airspeed. An inspection of the helicopter revealed that the hydraulic pump drive belt separated at the point where the belt is bonded together. The separation of the belt resulted in a total loss of hydraulic pressure. The belt is the subject of repeated maintenance inspection and has a life limit of 600 hours of operation. The failed belt had been in operation on the accident helicopter about 419 hours.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,000 hours in all; 760 in this make and model; 85 in the last 90 days; 76 in the last 30 days; 10,800 as pilot in command
- Last flight review: January 10, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,424.8 hours
- Last inspection: 100-hour inspection, April 5, 2002; 22.5 hours since
- Maximum gross weight: 4,961 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca Arriell 101 (turboshaft); 0 hours total
- Operator: Evergreen Helicopters Of Alaska INC
The flight
- Departed from: Thompson Pass AK at 5:15 pm
- Destination: Tsina Lodge AK
Weather at the time
- Light: daylight
- Wind: from 045° at 10 knots
- Visibility: 5 statute miles
- Sky: broken clouds; a few clouds
- Temperature: 19°F (-7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 6 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.