Eurocopter EC 130 B4 accident near Noblesville, Indiana, November 3, 2011
On November 3, 2011 at about 11:15 pm local time, a Eurocopter EC 130 B4 (helicopter), registered N130AL, was substantially damaged in an accident during landing near Noblesville, Indiana. It was a personal flight under general aviation rules (Part 91). 6 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The hard landing the pilot performed with a quartering tailwind, leading to the helicopter's rollover. Contributing to the accident was the pilot’s reliance on a weather service that did not provide a primary weather product.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 2011 · about 11:15 pm local time
- Place
- Noblesville, Indiana · map
- Type
- Accident
- Injuries
- 6 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Eurocopter EC 130 B4 · all EC 130 B4s on the register
- Registration
- N130AL · registry record · serial 4054
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that before departure, he checked two internet weather services for his flight’s weather briefing. The weather forecast indicated visual meteorological conditions for the entire flight. The internet weather service used by the pilot contained a disclaimer stating the service “is not a substitute for an official flight briefing.” The weather was reportedly good until 10 miles north of the destination, where the flight encountered rain and low ceilings. The onboard radar indicated that weather had deteriorated behind the route of flight and along the proposed route of flight. Weather conditions continued to deteriorate and the pilot elected to perform a precautionary landing with a quartering tailwind. About 30 feet above the ground, the helicopter settled rapidly. The pilot added power to slow the descent and the helicopter made a firm landing with about 10 knots of forward speed. The right skid then dug into the soft field and the helicopter rolled onto its right side. A ground fire subsequently ensued. The pilot reported that there were no mechanical malfunctions with the helicopter during the flight. The helicopter’s Aeronautical Information Manual (AIM) stated that the primary source of preflight weather briefings is an individual briefing obtained from a briefer. Other sources include the internet-accessed Direct User Access Terminal System. The AIM advises that weather services provided by entities other than Federal Aviation Administration, National Weather Service (NWS), or their contractors may not meet quality control standards; the internet sites the pilot referenced were not supported by these entities. The AIM also indicated all "flight-related, aviation weather decisions must be based on primary weather products" that meet regulatory requirements. Prior to departure the NWS was reporting instrument meteorological conditions (IMC) in the destination area and an AIRMET for IMC was current for the route of flight that extended over the accident site.
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
- Hard landing during landing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Personnel issues › Task performance › Planning/preparation › Weather planning › Pilot
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low ceiling › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Rain › Contributed to outcome
- Environmental issues › Physical environment › Terrain › Wet/muddy › Contributed to outcome
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 713 hours in all; 304 in this make and model; 51 in the last 90 days; 21 in the last 30 days; 610 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 682.8 hours
- Last inspection: 100-hour inspection, July 15, 2011
- Maximum gross weight: 5,350 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca ARRIEL 2B1 (turboshaft); 0 hours total
- Fire on the ground
- Operator: Sweetwater Helicopters LLC
The flight
- Departed from: 1IN8 Fort Wayne IN at 10:15 pm
- Destination: 8A4 Indianapolis IN
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 040° at 11 knots, gusting 16
- Visibility: 5 statute miles
- Sky: overcast at 600 ft
- Temperature: 46°F (8°C), dew point 46°F (8°C)
- Altimeter: 29.92 inHg
- Observation at 11:15 pm from TYQ, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 5 |
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.
Other NTSB records under N130AL the same tail number, which may have belonged to a different aircraft at the time
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.