Airbus AS350-B2 accident near Tucson, Arizona, July 29, 2015
On July 29, 2015 at about 11:45 pm local time, a 1993 Airbus AS350-B2 (helicopter), registered N6095U, was substantially damaged in an accident during maneuvering (low-alt flying) near Tucson, Arizona (Ryan Field). It was a public-use flight (federal) under public-use (government) rules. 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's misperception of the helicopter's altitude in relation to the runway surface during a low altitude maneuver, resulting in ground impact.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2015 · about 11:45 pm local time
- Place
- Tucson, Arizona · Ryan Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus AS350-B2, built 1993
- Registration
- N6095U · no longer on the register · serial 2699
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
According to the Pilot/Operator Aircraft Accident Report, the operator reported that, the flight instructor(CFI) was demonstrating the flare portion of an autorotation to the pilot-rated student when the aircraft continued through the power recovery point and impacted the runway. However, during the interview with the CFI and the student, both pilots referred to "flare portion" as the quick stop maneuver, which was the maneuver being performed at the time of the accident. Both pilots stated that they hover taxied to the approach end of the runway, stopped over the runway numbers and established a hover between 65-75 feet above ground level. They reported that they hovered over the runway numbers, facing in the direction of the runway heading, and the CFI described the intricacies of the quick stop maneuver. The CFI specified that the maneuver would terminate to a hover, and initiated the quick stop demonstration by accelerating to the airspeed of 65 knots. The CFI reported that as he talked through the maneuver, he lowered the collective and applied aft cyclic. He stated that as the helicopter began to settle, he misperceived the helicopters altitude in relation to the ground and the helicopter skids impacted the ground hard. Both pilots stated that the CFI responded by increasing collective and the helicopter ascended, started moving aft, and the tail boom separated impacting the left side of the fuselage. The student reported that he and the CFI were both on the controls after the first impact. Both pilots recalled lowering the collective in order to set the helicopter down, the helicopter remained in a level pitch attitude, but yawed left and landed on the skids. The helicopter remained on the ground as the left yaw continued, and the engine was shut down. Both pilots reported that the helicopter spun on the skids, in two complete circles while on the ground, before coming to a stop. The tail boom and main rotor system sustained substantial damage. Both pilots reported that there were no pre-impact mechanical malfunctions or anomalies with any portion of the helicopter that would have prevented normal operations.
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
What happened, in order
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Personnel issues › Psychological › Perception/orientation/illusion › Perception › Instructor/check pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Instructor/check pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,399 hours in all; 2,178 in this make and model; 62 in the last 90 days; 29 in the last 30 days; 5,284 as pilot in command; 280 on instruments
- Last flight review: July 15, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,500 hours in all; 200 in this make and model; 31 in the last 90 days; 1 in the last 30 days; 1,160 as pilot in command
- Last flight review: June 3, 2015
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 12,629.3 hours
- Last inspection: 100-hour inspection, July 6, 2015; 80 hours since
- Maximum gross weight: 4,961 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca Arriel/1D1 (turboshaft); 10,989 hours total
- Operator: US Department Of Homeland Security
The flight
- Departed from: DMA Tucson AZ at 10:30 pm
- Destination: RYN Tucson AZ
- Runway 24R, 4,900 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 61°F (16°C)
- Altimeter: 29.98 inHg
- Observation at 11:45 pm from RYN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.