Aerospatiale AS-350B accident near Blanding, Utah, May 4, 2000
On May 4, 2000 at about 9:55 pm local time, a Aerospatiale AS-350B (helicopter), registered CGPTT, was destroyed in an accident near Blanding, Utah. It was an other work-use flight under general aviation rules (Part 91). 3 people were killed and 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's loss of aircraft control due to abrupt flight maneuvering. Contributing factors were the high density altitude weather condition, the total loss of engine power due to the pilot manually introducing excessive fuel into the engine and over temping the turbine section, and the lack of suitable terrain for the ensuing autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2000 · about 9:55 pm local time
- Place
- Blanding, Utah · map
- Type
- Accident
- Injuries
- 3 people were killed and 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-350B · all AS-350Bs on the register
- Registration
- CGPTT · no longer on the register · serial 1317
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was assigned to fly for a geophysical seismic team in rugged high desert conditions (elevation 5,366 feet). On his second day of flying, he was requested, by one of the team members, to "fly a little easier; less aggressively." On his third day of flying, he was assigned to pick up five team members and their equipment. Once airborne (density altitude was 8,908 feet), he had been briefed that he would receive GPS team distribution coordinates; instead, he was instructed to land and hold for a period of time. A witness observed the helicopter fly eastbound, and then make a 45 to 60 degree bank turn [180 degrees] back to the west. The witness then saw the helicopter turn southbound, lower its nose down almost vertically, and then reduce its nose low pitch to approximately 45 degrees as it disappeared from sight. Postaccident examination of the engine revealed that the manual throttle pointer on the fuel control was in the emergency position. The first and second stage turbine wheels were found with their blades 50 to 70 percent melted, indicating an engine that functioned for a time at a temperature level well above its limits.
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: commercial pilot, foreign licence, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 3,000 hours in all; 1,485 in this make and model; 2,800 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,221 hours
- Last inspection: approved inspection programme, April 22, 2000; 100 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca ARRIEL-1B (turboshaft); 0 hours total
- Fire on the ground
- Operator: Peace Helicopters LTD.
The flight
- Departed from: NONE at 9:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 8 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 203°F (95°C), dew point 126°F (52°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from CEZ, 36 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 3 |
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.