Eurocopter AS350B2 accident near Houston, Texas, November 17, 2000
On November 17, 2000 at about 3:55 am local time, a Eurocopter AS350B2 (helicopter), registered N126TV, was destroyed in an accident near Houston, Texas. It was a positioning 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 failure to maintain obstacle clearance while maneuvering, which resulted in an in-flight collision with objects. Contributing factors were the dark night and low ceilings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 2000 · about 3:55 am local time
- Place
- Houston, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Eurocopter AS350B2 · all AS350B2s on the register
- Registration
- N126TV · no longer on the register · serial 2944
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The turbine powered helicopter was on a 29 nautical mile night flight over a city. Two law enforcement officers, located about two blocks northeast of the accident site, reported observing the helicopter "flying at a very low altitude" northbound. The officers walked around the building to a parking lot where they met another officer. All three officers heard the helicopter fly over the parking lot in a southwest direction. The officers looked for the helicopter, but they could not see it due to the poor visibility. When the helicopter came into view, it was "banked to the right" traveling in a westerly direction. The helicopter continued in a downward direction, and then a "huge fireball" was observed. The helicopter struck wires, a power pole and an above ground gas meter. An electrical transformer exploded, and the helicopter was consumed by the ensuing fire. The destination airport had IFR weather conditions at the time of departure. Witnesses estimated that at the time of the accident, there was an overcast ceiling of about 300-400 feet. No record was found of any preflight weather briefing obtained by the pilot. No pre-impact anomalies were observed during an examination of the airframe and engine.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,241 hours in all; 233 in this make and model; 4,799 as pilot in command; 680 on instruments
- Last flight review: September 18, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 3,973.9 hours
- Last inspection: 100-hour inspection, November 4, 2000
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca Arriel 1D1 (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: HOU Houston TX at 3:45 am
- Destination: DWH Spring TX
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 010° at 10 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 1,100 ft; not recorded
- Temperature: 63°F (17°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 3:53 am from HOU, 10 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.