Eurocopter AS-350-B2 accident near Houston, Texas, May 18, 2001
On May 18, 2001 at about 2:25 pm local time, a Eurocopter AS-350-B2 (helicopter), registered N311TV, was substantially damaged in an accident near Houston, Texas (Khou-Tv Heliport airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to maintain control of the helicopter following an inadvertent deactivation of the hydraulic system, during final approach. A contributory factor was the unguarded hydraulic cut-off switch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2001 · about 2:25 pm local time
- Place
- Houston, Texas · Khou-Tv Heliport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS-350-B2 · all AS-350-B2s on the register
- Registration
- N311TV · no longer on the register · serial 3024
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was on final approach, approximately 15 feet above the roof top helipad, when the helicopter's controls "became very stiff." The pilot observed the "HYD" light on the caution panel illuminated; however, the audible hydraulic warning horn did not activate. Subsequently, the helicopter impacted the helipad with the right skid, and rolled onto its right side. Examination of the helicopter's cockpit revealed that the hydraulic cut-off switch, which is located on the collective control, was found in the cut-off position and its red plastic guard was broken (when the switch is in the cut-off position the hydraulic warning horn will not sound). The cockpit was examined for shattered pieces of the guard; however, none were found. The hydraulic system was examined and no leaks were noted. A functional test of the hydraulic pump and regulator/manifold revealed no anomalies with either unit.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,250 hours in all; 5,470 in this make and model; 175 in the last 90 days; 50 in the last 30 days; 10,400 as pilot in command; 315 on instruments
- Last flight review: September 13, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,790.7 hours
- Last inspection: 100-hour inspection, April 21, 2001; 39.4 hours since
- Maximum gross weight: 4,961 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca Arriel 1D1 (turboshaft); 0 hours total
The flight
- Departed from: SGR Houston TX at 2:15 pm
- Destination: 66TS Houston TX
- Runway H1, 50 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,300 ft; clear
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.94 inHg
- Observation at 2:53 pm from HOU, 5 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.