American Eurocopter CORP AS350B3 accident near Encino, Texas, January 10, 2014
On January 10, 2014 at about 2:15 pm local time, a 2010 American Eurocopter CORP AS350B3 (helicopter), registered N3948A, was substantially damaged in an accident during maneuvering (low-alt flying) near Encino, Texas. It was a public-use flight (federal) under public-use (government) rules. 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain directional control while maneuvering, which resulted in a loss of tail rotor effectiveness. Contributing to the accident were the pilot’s limited experience in the operating environment and lack of formal mission training.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 10, 2014 · about 2:15 pm local time
- Place
- Encino, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- American Eurocopter CORP AS350B3, built 2010
- Registration
- N3948A · no longer on the register · serial 4948
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he descended the helicopter from 800 to 150 feet above ground level and then hovered on a southerly heading. The helicopter began to drift to the southeast, so the pilot repositioned the helicopter by making a left climbing turn. The wind was from the southeast with gusts estimated by the flight crewmembers to be 15 to 20 knots. As the helicopter turned left, it experienced a change from a right quartering tailwind to a left quartering tailwind, a flight environment associated with the onset of loss of tail rotor effectiveness. According to the pilot, the helicopter shuddered and spun rapidly left. The pilot applied full right pedal and attempted to accelerate because he believed that he had regained control. However, the helicopter then continued to spin left and subsequently impacted trees and terrain. The helicopter sustained substantial damage to the fuselage, main rotor blades, and tail rotor. The pilot stated that he heard a sound similar to the low rotor rpm horn before impact. The pilot reported no preimpact anomalies with the helicopter. A postaccident examination of the helicopter and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. The vehicle engine monitoring display (VEMD) recorded an overtorque event and a free turbine overspeed event consistent with the main rotor blades striking the trees and ground and the main gear box coupling separating on impact. The VEMD also recorded a gas generator overspeed event consistent with the engine producing power at the time of impact. The VEMD did not record any preimpact events that would have precluded normal engine operation. On the basis of the evidence, it is likely that the pilot failed to maintain directional control while maneuvering, which resulted in a loss of tail rotor effectiveness.
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
- Other weather encounter during maneuvering (low-alt flying)
- Loss of tail rotor effectiveness during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Wind › High wind › Response/compensation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Experience/knowledge › Training › Initial instruct/training › Pilot
- Organizational issues › Support/oversight/monitoring › Training › Initial training › Operator
Pilot
- Certificate: flight instructor, commercial pilot, military
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,593 hours in all; 111 in this make and model; 99 in the last 90 days; 54 in the last 30 days; 1,553 as pilot in command; 754 on instruments
- Last flight review: October 30, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 1,397 hours
- Last inspection: 100-hour inspection, December 12, 2013; 18 hours since
- Maximum gross weight: 5,225 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca Arriel 2B1 (turboshaft); 1,397 hours total
- Fire on the ground
The flight
- Departed from: MFE Mcallen TX at 12:10 pm
- Destination: MFE Mcallen TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots, gusting 14
- Visibility: 10 statute miles
- Sky: scat at 3,600 ft
- Temperature: 66°F (19°C), dew point 63°F (17°C)
- Altimeter: 29.88 inHg
- Observation at 2:15 pm from KBKS, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 2 |
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.