Eurocopter AS 350 B3 accident near Pilar, New Mexico, January 30, 2005
On January 30, 2005 at about 2:56 am local time, a Eurocopter AS 350 B3 (helicopter), registered N351LG, was substantially damaged in an accident near Pilar, New Mexico. It was a positioning flight under general aviation rules (Part 91). 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 control of the helicopter, and his improper use of night vision goggles (NVG). Contributing factors were the pilot's spatial disorientation, his self-induced pressure to return the helicopter to its home base, his lack of experience in the use of NVG's, his use of exterior lights on a dark night light, under overcast skies, and against snow-covered terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 30, 2005 · about 2:56 am local time
- Place
- Pilar, New Mexico · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS 350 B3 · all AS 350 B3s on the register
- Registration
- N351LG · no longer on the register · serial 3722
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter pilot was conducting a positioning flight in night visual meteorological conditions, wearing night vision goggles. He was following the road separating the place of departure and his destination. He could see the vehicle traffic and the surrounding terrain clearly. Approximately 15 minutes into the flight, he felt that something was wrong. The attitude indicator showed that the helicopter was in a 60-70 degree left descending turn. The altimeters and airspeed indicators showed the same trend. The pilot attempted to correct the flight attitude, but became disoriented. The helicopter impacted terrain and rolled onto its right side. A postimpact fire destroyed the helicopter.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,109 hours in all; 258 in this make and model; 5,545 as pilot in command
- Last flight review: November 1, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 899.8 hours
- Last inspection: 100-hour inspection, January 1, 2005
- Maximum gross weight: 4,961 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca Arriel-2B (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: Espanola NM at 2:41 am
- Destination: Taos NM
Weather at the time
- Light: night
- Wind: from 220° at 6 knots
- Visibility: 0.8 statute miles
- Sky: overcast at 200 ft; ovct at 200 ft
- Temperature: 32°F (0°C), dew point 32°F (0°C)
- Altimeter: 30.00 inHg
- Observation at 3:15 am from SKX, 15 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.