Eurocopter AS 350 BA accident near Valdez, Alaska, March 15, 2022
On March 15, 2022 at about 11:00 pm local time, a 1982 Eurocopter AS 350 BA (helicopter), registered N99676, was substantially damaged in an accident during approach near Valdez, Alaska. It was a positioning flight under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain a proper approach path in flat light conditions, which resulted in landing short of the intended landing spot and impact with terrain.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2022 · about 11:00 pm local time · cases in 2022
- Place
- Valdez, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS 350 BA, built 1982 · all AS 350 BAs on the register
- Registration
- N99676 · registry record · serial 1542
- Damage
- Substantial damage
- Flight
- Positioning flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the helicopter was being used to transport skiers in support of a commercial Heli-ski operation when the helicopter inadvertently collided with terrain while maneuvering to land on the glacier. The pilot stated that while on approach to an area to pick up a group of skiers, flat light conditions made it difficult to discern topographical features on the snow-covered, featureless, glacial terrain. The pilot said that during the approach, he inadvertently allowed the helicopter to descend below his intended approach path, and the helicopter touched down short of his intended landing site. The helicopter subsequently rolled to the left and the main rotor blades struck the snow-covered terrain. The helicopter sustained substantial damage to the main rotor blades, tail rotor blades, tail boom, and fuselage. The pilot reported that there were no pre-accident mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
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
- Roll over during landing
- Collision during takeoff/land during approach defining event
The NTSB's findings
- Personnel issues › Psychological › Perception/orientation/illusion › Visual illusion/disorientation › Pilot
- Environmental issues › Conditions/weather/phenomena › Light condition › Flat light › Contributed to outcome
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,779 hours in all; 49 in the last 90 days; 34 in the last 30 days; 9,978 as pilot in command; 1,704 on instruments
- Last flight review: May 22, 2021
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 16,258 hours
- Last inspection: 100-hour inspection, February 16, 2022; 39.6 hours since
- Maximum gross weight: 4,961 lb
- Seats: 7
- Landing gear: fixed
- Engine: Honeywell LTS101-600A3A (turboshaft); 11,836 hours total
- Operator: Alpine Air Alaska LLC
The flight
- Departed from: 16 Mile AK at 7:00 pm
- Destination: Tsania Valley AK
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 4,800 ft; a few clouds at 3,400 ft
- Temperature: 28°F (-2°C), dew point 16°F (-9°C)
- Altimeter: 29.47 inHg
- Observation at 3:56 pm from PAVD, 13 miles away
Weather report (METAR): PAVD 152356Z 26005KT 8SM FEW034 BKN048 OVC065 M02/M09 A2947 RMK AO2 SLP980 VCSH SE-NW 6//// T10221089 11011 21106 51009
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on May 12, 2022. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photo | PDF, 1 page · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N99676 the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N99676 on the register today · the tail number may have moved to another aircraft since
- Airbus Helicopters AS350 AStar (Écureuil), now H125 893 registered today · the model family and its accident history
- Airbus Helicopters 267 aircraft on the register
- Engine: Honeywell LTS101-600A3A 5 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Alaska 5,932 since 1982 · 823 in the last ten years
- Alaska 9,143 aircraft registered
- Other NTSB records under N99676 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/ANC22LA023.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.