Eurocopter BK117-C1 accident near Decatur, Texas, July 20, 2001
On July 20, 2001 at about 9:03 pm local time, a Eurocopter BK117-C1 (helicopter), registered N313LS, was substantially damaged in an accident near Decatur, Texas. It was a positioning flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to follow the checklist and turn on the fuel transfer pumps, which resulted in fuel starvation and a dual loss of engine power while in cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2001 · about 9:03 pm local time
- Place
- Decatur, Texas · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter BK117-C1
- Registration
- N313LS · no longer on the register · serial 7509
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The twin-engine helicopter departed on a positioning flight to pick up a medical patient. While in cruise flight, at 2,000 feet, both engines experienced a total loss of power. The pilot attempted to autorotate to a field; however, the helicopter impacted trees and came to rest on its right side. The pilot reported that he did not notice any warning lights immediately prior to or during the loss of engine power events. However, it was noted during a post-accident examination of the helicopter that the pilot instrument light and console light variable resistor control was in the ON position. This control dims the master caution and annunciator panel lights for night operations. The NTSB IIC noted that the master caution and annunciator lights were not visible in daylight with the pilot and console variable resistor control in the ON position. Although the two fuel transfer pump switches were found in the ON (normal operating) position, examination of the fuel system provided evidence that the dual engine power loss was the result of fuel starvation due to these switches not being ON during the majority of the flight. The fuel supply lines to the engines were found empty, a nominal amount of fuel was found in the fuel filters, and the fuel quantity indicator displayed 4, 0, and 15 gallons of fuel in the #1 supply, #2 supply, and forward main fuel tanks, respectively. The function of the fuel transfer pumps is to transfer fuel from the forward main tank to the two supply tanks. The fuel transfer pumps were operated during the post-accident examination by turning on their respective switches and it was noted that fuel began to flow into the supply tanks. Additionally, it was noted that the fuel transfer pump caution lights (which are illuminated when the pumps are off) extinguished when the pumps were turned on. The engines were placed in a test cell and both operated with no anomalies noted. The normal operating checklist calls, in part, for the pilot to set the instrument lights as required, test the annunciator panel for operation, and turn on the transfer pumps after engine start.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,412 hours in all; 293 in this make and model; 36 in the last 90 days; 5 in the last 30 days; 5,912 as pilot in command
- Last flight review: February 19, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 2,804.3 hours
- Last inspection: approved inspection programme, July 13, 2001; 6.6 hours since
- Maximum gross weight: 7,387 lb
- Seats: 4
- Landing gear: fixed
- Engine 1: Turbomeca ARRIEL 1E2 (turboshaft); 0 hours total
- Engine 2: Turbomeca ARRIEL 1E2 (turboshaft); 0 hours total
- Operator: Omniflight Helicopters, Inc.
The flight
- Departed from: TE43 Dallas TX at 8:35 pm
- Destination: NONE Wichita Falls TX
Weather at the time
- Wind: from 130° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 70°F (21°C)
- Altimeter: 29.93 inHg
- Observation at 8:53 pm from AFW, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | 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.