Aerospatiale AS350B2 accident near Roswell, New Mexico, October 19, 2001
On October 19, 2001 at about 8:58 pm local time, a Aerospatiale AS350B2 (helicopter), registered N111DT, was destroyed in an accident near Roswell, New Mexico. It was an other work-use flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The seizing of the cyclic control for an undetermined reason. A contributing factor was the lack of altitude for the pilot to regain control of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 2001 · about 8:58 pm local time
- Place
- Roswell, New Mexico · map
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS350B2 · all AS350B2s on the register
- Registration
- N111DT · registry record
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After a maximum performance takeoff (to clear wires) from a parking lot, the helicopter departed the area to the west and climbed to an altitude of 5,500 feet msl. After selecting a landing zone, the pilot turned northwest toward the area and initiated a descent. The pilot's intention was to bring the helicopter to a high hover, allow the dust to settle, and then land. As the helicopter descended to about 200 feet agl, at an airspeed of 115-120 knots, the pilot initiated a right turn into the wind. As the helicopter was turning, the pilot realized the turn was "too steep" and tried to shallow the turn; however, the cyclic would not move. At one point the pilot tried to neutralize the cyclic with both hands but to no avail. The pilot did not remember any "stiffness" with the collective, and he did not hear a warning horn or see any lights illuminate. Subsequently, the helicopter impacted the ground. No pre-impact anomalies were observed during an examination of the airframe and engine. No anomalies were noted during the examination and testing of the hydraulic servos that would have prevented their operation.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,529 hours in all; 446 in this make and model; 30 in the last 90 days; 23 in the last 30 days
- Last flight review: September 28, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 2,283.9 hours
- Last inspection: 100-hour inspection, September 19, 2001; 72.5 hours since
- Maximum gross weight: 4,961 lb
- Seats: 5
- Landing gear: fixed
- Engine: Turbomeca Arriel 1D1 (turboshaft); 0 hours total
- Operator: Medical Air Transport, Inc.
The flight
- Departed from: Roswell NM at 8:51 pm
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 39°F (4°C)
- Altimeter: 29.95 inHg
- Observation at 8:53 pm from ROW, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.