Eurocopter France AS-350-B2 accident near Jasper, Alabama, December 22, 2005
On December 22, 2005 at about 7:19 pm local time, a Eurocopter France AS-350-B2 (helicopter), registered N350ET, was substantially damaged in an accident near Jasper, Alabama. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain a visual look out, and proper altitude clearance during a low level flight, resulting in an in-flight collision with a power line.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 22, 2005 · about 7:19 pm local time
- Place
- Jasper, Alabama · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter France AS-350-B2 · all AS-350-B2s on the register
- Registration
- N350ET · no longer on the register · serial 3068
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was in cruise flight at 400 feet AGL looking for a bridge that crossed a river. The pilot stated that he did not maintain a visual look out and was not familiar with the area. Examination of the accident site revealed the helicopter collided with an overhead ground wire near Black Water Creek in-between Alabama Power Structure 51 and 52. The pilot stated that he maintained control of the helicopter, and flew the helicopter to his house and landed. Examination of the helicopter revealed it received structural damage to the nose, windscreen, lower chin bubble, overhead window, left door post and cabin roof. The pilot called an employee on a cell phone. The employee met him at his house after landing the helicopter and transported the pilot to a local area hospital. The pilot's right middle finger was amputated due to injuries sustained during the wire strike. The passenger was not injured. The pilot stated the helicopter did not have any mechanical problems before the in-flight collision with the power lines.
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: private
- Ratings: multi-engine land; single-engine land; single-engine sea; rotorcraft: helicopter
- Flight time: 5,600 hours in all; 500 in this make and model
- Last flight review: September 1, 2004
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,360 hours
- Last inspection: annual inspection, January 1, 2005
- Maximum gross weight: 49,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca ARREL 1SER (turboshaft); 0 hours total
The flight
- Departed from: 3M2 Double Springs AL at 8:51 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
- Observation at 6:53 pm from BHM, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.