Airbus/Eurocopter AS 350 B3 accident near Anchorage, Alaska, June 11, 2014
On June 11, 2014 at about 7:40 pm local time, a 2002 Airbus/Eurocopter AS 350 B3 (helicopter), registered N356EV, was substantially damaged in an accident during standing (engine(s) start-up) near Anchorage, Alaska (Merril Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper engine start procedure, which resulted in an overspeed of the engine and main rotor drive system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2014 · about 7:40 pm local time
- Place
- Anchorage, Alaska · Merril Field · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus/Eurocopter AS 350 B3, built 2002
- Registration
- N356EV · no longer on the register · serial 3649
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had been hired to ferry the recently-purchased turbine-powered helicopter to the new owner’s facility and to provide the second pilot, the new owner, with transition flight training while en route. Unable to start the helicopter, despite believing he was following the correct procedures, the first pilot enlisted help from another pilot and eventually started the helicopters engine. While the helicopter was operating at flight-idle, the yellow "TWT.GRIP" light illuminated on the annunciator panel, and the first pilot instructed the second pilot to slowly advance the collective-mounted throttle twist grip to the open position until the light went out. As the second pilot advanced the throttle, the engine speed immediately increased to a high rpm and the helicopter began to shake violently. It subsequently rotated about 240° to the left, sustaining substantial damage to the tail boom and main rotor drive system. Examination of the engine and full authority digital engine control (FADEC) systems revealed no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. The accident pilot reported that he had extensive experience in helicopters that had two-channel FADEC systems, but did not recall how much time he had in helicopters with single-channel FADEC systems. The accident helicopter was equipped with a single-channel FADEC system, which required a different starting procedure than an engine with a two-channel FADEC. Given the absence of mechanical anomalies and the pilot’s unfamiliarity with the single-channel FADEC system, it is likely that he used the incorrect start and run-up procedure, which resulted in an inadvertent overspeed of the helicopter's engine and main rotor drive system.
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
What happened, in order
- Ground resonance during standing (engine(s) start-up) defining event
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,000 hours in all; 3,000 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca Arriel 2B (turboshaft); 0 hours total
- Operator: Can See Aviation LLC
The flight
- Departed from: MRI Anchorage AK
- Destination: GKN Gulkana AK
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 7,500 ft
- Temperature: 54°F (12°C), dew point 34°F (1°C)
- Altimeter: 30.14 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on December 31, 2020. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Witness Statement (Simon Ridgeway) | PDF, 3 pages | View Download |
| 2 | Pilot Statement | PDF, 4 pages | View Download |
| 3 | Record of Conversation (First Pilot) | PDF, 2 pages | View Download |
| 4 | Statement of Erickson Helicopter Training Manager | PDF, 2 pages | View Download |
| 5 | Eurocopter Information Notice No. 2169-I-67 | PDF, 12 pages | View Download |
| 6 | Photo Array | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.