Eurocopter EC120B accident near Boonville, Missouri, June 26, 2003
On June 26, 2003 at about 3:45 am local time, a Eurocopter EC120B (helicopter), registered N298HS, was destroyed in an accident near Boonville, Missouri. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate weather evaluation which resulted in his inadvertent flight into instrument meteorological conditions. An additional cause was the pilot's failure to maintain clearance from the terrain. The dark night, thunderstorms, rain and lack of instrument rating were contributing factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2003 · about 3:45 am local time
- Place
- Boonville, Missouri · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Eurocopter EC120B · all EC120Bs on the register
- Registration
- N298HS · no longer on the register · serial 1149
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter impacted terrain during cruise flight in night instrument meteorological conditions. The pilot had previously landed due to deteriorating weather encountered along his route of flight. Thunderstorms with heavy rain and reduced visibilities were passing through the accident area. After landing, the pilot evaluated the weather and elected to continue onto his planned destination. The pilot did not obtain a FAA weather briefing prior to departing on the accident flight. The helicopter encountered instrument meteorological conditions during the accident flight. The helicopter impacted terrain while attempting to return to the departure airport. The wreckage was located 10.1nm south of the departure airport. The pilot was not instrument rated and had not logged any instrument flight time. The pilot had accumulated 8.5 hours of night experience and his last logged night flight was 10 months prior to the accident. Inspection of the wreckage did not exhibit any evidence of pre-impact malfunction that would have prevented 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
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 664 hours in all; 86 in this make and model; 38 in the last 90 days; 17 in the last 30 days; 612 as pilot in command
- Last flight review: May 1, 2002
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 235.6 hours
- Last inspection: continuous airworthiness programme, December 1, 2002; 94.8 hours since
- Maximum gross weight: 3,780 lb
- Seats: 5
- Landing gear: fixed
- Engine: Turbomeca Arrius 2F (turboshaft); 0 hours total
The flight
- Departed from: VER Boonville MO at 3:30 am
- Destination: K15 Osage Beach MO
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 350° at 8 knots, gusting 18
- Visibility: 0.8 statute miles
- Sky: broken clouds at 300 ft
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 29.97 inHg
- Observation at 3:34 am from JEF, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.