Eurocopter AS350 accident near Vermillion 229, January 12, 2009
On January 12, 2009 at about 5:15 pm local time, a Eurocopter AS350 (helicopter), registered N193EH, was substantially damaged in an accident during takeoff near Vermillion 229 (Vermilion 229 airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from a known obstruction. Contributing to the accident was the location/placement of lightning rods in the landing zone.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 12, 2009 · about 5:15 pm local time
- Place
- Vermillion 229 · Vermilion 229 · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS350 · all AS350s on the register
- Registration
- N193EH · registry record · serial 2599
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he was departing the heliport at the oil rig platform and had brought the helicopter into a low hover. While in the hover, the tail rotor struck a two-foot vertical lightning rod attached to the platform edge causing damage to the tail rotor blades and horizontal stabilizer, wrinkling the tail boom, and displacing the tail rotor gear box. The pilot reported no mechanical anomalies with the helicopter prior to impact. The pilot stated that he had observed the lightning rod placement during previous landings on the platform as well as during the current 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
- Collision during takeoff/land during takeoff defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- factor Environmental issues › Physical environment › Object/animal/substance › Pole › Response/compensation
Pilot
- Certificate: commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,811 hours in all; 369 in this make and model; 41 in the last 90 days; 18 in the last 30 days; 1,749 as pilot in command; 806 on instruments
- Last flight review: April 25, 2008
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,885 hours
- Last inspection: condition inspection, January 11, 2009
- Maximum gross weight: 4,961 lb
- Seats: 5
- Landing gear: fixed
- Engine: Ariel 1D1 (turboshaft); 0 hours total
- Operator: Era Helicopters LLC
The flight
- Departed from: V299 Vermillion 229 GM at 3:10 pm
- Destination: Cameron LA
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots, gusting 10
- Visibility: 12 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 30.26 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.