American Eurocopter AS350-BA accident near Oxnard, California, November 9, 2004
On November 9, 2004 at about 8:15 pm local time, a American Eurocopter AS350-BA (helicopter), registered N655TV, was substantially damaged in an accident near Oxnard, California (Oxnard airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadvertent in-flight engagement of the collective down lock, which resulted in an uncontrolled descent and ground impact. The collective down lock engagement was likely due to a combination of the reduced clearance between the lock plate and the collective with this avionics panel design, the collective down lock alignment/adjustment, and the tendency of the flexible lock plate to vibrate with the natural harmonic rhythmus of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 2004 · about 8:15 pm local time
- Place
- Oxnard, California · Oxnard · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- American Eurocopter AS350-BA
- Registration
- N655TV · no longer on the register · serial 1590
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a practice autorotation, the collective down lock engaged, which resulted in an uncontrolled descent and collision with terrain. The pilot and an instructor pilot were conducting the first practice autorotation of a planned series, and the pilot entered the autorotation about 500 feet above ground level. After lowering the collective the pilot kept the collective in the down position until he was in the flare. When the pilot tried to pull up on the collective, it would not move and both pilots saw that the collective down lock had engaged. Both pilots attempted to unlatch the collective, but they were unsuccessful. With the collective locked at flat pitch, the helicopter impacted the ground hard in a level attitude with some forward speed and it rolled over. Post accident investigation revealed the helicopter was equipped with an aftermarket avionics control panel. The collective lever lock is installed on this control panel console; it is a spring steel plate with a hole in it to capture the collective locking tab. The lock also has a rubber grommet below the locking hole to dampen any vibration. With the collective in the full down position, the aftermarket console has about a 1/16-inch clearance between the lock plate and the collective lock tab, while the Eurocopter stock console panel has a 1/2-inch clearance. Exemplar aircraft with both the stock and aftermarket consoles were examined. In some of the aircraft, the grommet was not touching the console. This condition would allow the locking lever to vibrate and also decrease the clearance between the locking plate and the locking tab. This accident is the second known accident where the collective lock has inadvertently engaged in-flight with this particular aftermarket avionics panel installed.
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
Crew member
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,200 hours in all; 395 in this make and model; 87 in the last 90 days; 36 in the last 30 days; 2,122 as pilot in command; 1,329 on instruments
- Last flight review: August 1, 2004
- Seat: left
- Injury: minor injuries
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,895 hours in all; 4,383 in this make and model; 92 in the last 90 days; 39 in the last 30 days; 8,526 as pilot in command; 30 on instruments
- Last flight review: December 1, 2002
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,182.4 hours
- Last inspection: 100-hour inspection, August 1, 2004; 44 hours since
- Maximum gross weight: 4,630 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca Arriel 1B (turboshaft); 0 hours total
The flight
- Departed from: CMA Camarillo CA at 7:00 pm
- Destination: OXR Oxnard CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,700 ft; clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.15 inHg
- Observation at 7:50 pm from OXR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.