Eurocopter AS350B3 accident near Running Springs, California, September 21, 2005
On September 21, 2005 at about 5:15 pm local time, a Eurocopter AS350B3 (helicopter), registered N814CE, was substantially damaged in an accident near Running Springs, California. It was an external-load flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain an adequate clearance from trees while performing long line external lift operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 2005 · about 5:15 pm local time
- Place
- Running Springs, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS350B3 · all AS350B3s on the register
- Registration
- N814CE · no longer on the register · serial 3847
- Damage
- Substantial damage
- Flight
- External-load flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was performing external load operations in the vicinity of tall trees when the main rotor impacted a tree and the helicopter descended nose first into the ground. At the time of rotor impact with the trees, the Vehicle Engine Monitoring Display (VEMD) recorded a high torque measurement (146 percent) and a low engine drive speed measurement (184 rpm), followed by a low torque (5.7 percent) and a high engine speed (511 rpm) and temperature (999C). As a result of the main rotor impact with trees the engine's torque twisted apart the engine to transmission drive shaft causing an engine over speed and over temperature condition. The operator was utilizing a 78.8-foot-long line for the external load operations, which in some cases put the main rotor of the helicopter below the treetops of the 80- to 90-foot trees. Examination of the helicopter revealed no evidence of a preimpact malfunction or failure of the control system or power plant.
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: 10,765 hours in all; 187 in this make and model; 110 in the last 90 days; 57 in the last 30 days; 10,765 as pilot in command
- Last flight review: December 1, 2004
- Medical certificate: Class 1
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 320.3 hours
- Last inspection: 100-hour inspection, August 1, 2005
- Maximum gross weight: 6,173 lb
- Seats: 5
- Landing gear: fixed
- Engine: Turbomeca Arriel 2B (turboshaft); 0 hours total
The flight
- Departed from: Running Springs CA at 5:15 pm
- Destination: Running Springs CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 16°F (-9°C)
- Altimeter: 30.28 inHg
- Observation at 6:30 pm from KL35, 3 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.