Aerospatiale AS350B and Eurocopter France EC 130 B4 mid-air collision near Homestead, Florida, November 21, 2005
On November 21, 2005 at about 1:48 am local time, 2 aircraft, Aerospatiale AS350B (N264BH) and Eurocopter France EC 130 B4 (N130HS), were involved in a mid-air collision near Homestead, Florida (Motorsports Complex Vip Helipo airport). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilot's to maintain visual lookout resulting in the mid-air collision. A factor in the accident was the failure of the AS-350B pilot to follow approach procedures suggested in the Speedway Heliport Operations Manual. Findings in the investigation were the intentional operation of the EC 130 B4 helicopter by the pilot with known deficiencies in equipment (inoperative landing light), and failure of Speedway Heliport personnel to: 1) conduct a safety briefing in advance of the race, 2) flight test temporary lighting to see whether any issues exist, and 3) require a single point entry and reporting point for approach to the heliport.
The failure of both pilot's to maintain visual lookout resulting in the mid-air collision. A factor in the accident was the failure of the AS-350B pilot to follow approach procedures suggested in the Speedway Heliport Operations Manual. Findings in the investigation were the intentional operation of the EC 130 B4 helicopter by the pilot with known deficiencies in equipment (inoperative landing light), and failure of Speedway Heliport personnel to: 1) conduct safety briefing in advance of the race, 2) flight test temporary lighting to see whether any issues exist, and 3) require a single point entry and reporting point for approach to the heliport.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 2005 · about 1:48 am local time
- Place
- Homestead, Florida · Motorsports Complex Vip Helipo · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Aerospatiale AS350B · all AS350Bs on the register
- Registration
- N264BH · no longer on the register · serial 1370
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
- Aircraft 2
- Eurocopter France EC 130 B4 · all EC 130 B4s on the register
- Registration
- N130HS · no longer on the register · serial 3856
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative for the Aerospatiale AS350B final · quoted from the NTSB record
Both helicopters were on approach to the Speedway Heliport at night when they collided. The EC 130 B4 helicopter was on a long straight-in final flying eastbound, and the AS-350B helicopter was turning from right base onto final approach to the east. The AS-350 helicopter was slightly above and to the right of the EC 130 B4 helicopter; the main rotor blades of the EC 130 B4 helicopter contacted the left skid of the AS-350B helicopter. The EC 130 B4 helicopter descended vertically, while the AS-350B helicopter landed on grass at the heliport. Numerous witnesses saw external lights illuminated on both helicopters before the collision. The position lights and taxi light of the EC 130 B4 helicopter were on at the time of impact; the landing light was previously burned out. The position lights, strobe light, and search light of the AS-350B helicopter were reportedly on at the time of the collision. The individual providing VFR advisory service advised that before the collision, he observed the AS-350B helicopter, but never saw the EC 130 B4 helicopter. Both pilots had established two-way communication with the individual providing VFR advisory service on the unauthorized frequency being utilized, but the pilot of the EC 130 B4 helicopter reportedly did not provide a position report on the initial contact. The pilot of the AS-350B helicopter reportedly never heard communications from the pilot of the EC 130 B4 helicopter, and he did not see the other helicopter before the collision. Pyrotechnics occurred immediately before the collision in the area of the collision. Impact damage to the power supply of the upper strobe light for the EC 130 B4 helicopter precluded consistent operation during postaccident testing; the strobe light operationally tested satisfactory. The heliport operational procedures did not specify a single-point entry, nor reporting points, but did state that every effort shall be made to arrive via the east/west oriented canal that was located south of the heliport. Safety briefings suggested in Advisory Circular (AC) 00-61 were not conducted, nor was flight-testing to verify whether there were any issues related to installation of temporary lighting.
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 NTSB's narrative for the Eurocopter France EC 130 B4 final · quoted from the NTSB record
Both helicopters were on approach to the Speedway Heliport at night when they collided. The EC 130 B4 helicopter was on a long straight-in final flying eastbound, and the AS-350B helicopter was turning from right base onto final approach to the east. The AS-350 helicopter was slightly above and to the right of the EC 130 B4 helicopter; the main rotor blades of the EC 130 B4 helicopter contacted the left skid of the AS-350B helicopter. The EC 130 B4 helicopter descended vertically, while the AS-350B helicopter landed on grass at the heliport. Numerous witnesses saw external lights illuminated on both helicopters before the collision. The position lights and taxi light of the EC 130 B4 helicopter were on at the time of impact; the landing light was previously burned out. The position lights, strobe light, and search light of the AS-350B helicopter were reportedly on at the time of the collision. The individual providing VFR advisory service advised that before the collision, he observed the AS-350B helicopter, but never saw the EC 130 B4 helicopter. Both pilots had established two-way communication with the individual providing VFR advisory service on the unauthorized frequency being utilized, but the pilot of the EC 130 B4 helicopter reportedly did not provide a position report on the initial contact. The pilot of the AS-350B helicopter reportedly never heard communications from the pilot of the EC 130 B4 helicopter, and he did not see the other helicopter before the collision. Pyrotechnics occurred immediately before the collision in the area of the collision. Impact damage to the power supply of the upper strobe light for the EC 130 B4 helicopter precluded consistent operation during postaccident testing; the strobe light operationally tested satisfactory. The heliport operational procedures did not specify a single-point entry, nor reporting points, but did state that every effort shall be made to arrive via the east/west oriented canal that was located south of the heliport. Safety briefings suggested in Advisory Circular (AC) 00-61 were not conducted, nor was flight-testing to verify whether there were any issues related to installation of temporary lighting.
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 for the Aerospatiale AS350B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 7,000 hours in all; 250 in this make and model; 94 in the last 90 days; 32 in the last 30 days; 6,800 as pilot in command
- Last flight review: November 1, 2005
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,482.8 hours
- Last inspection: 100-hour inspection, September 1, 2005; 41.3 hours since
- Maximum gross weight: 4,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca Arriel 1B (turboshaft); 0 hours total
The flight
- Departed from: 07FA Key Largo FL at 1:43 am
- Destination: VI2 Homestead FL
- Flight plan: none
Weather at the time
- Light: night, bright
- Wind: from 150° at 2 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 12,000 ft; a few clouds at 2,000 ft
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 1:55 am from KHST, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Eurocopter France EC 130 B4 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,717 hours in all; 353 in this make and model; 107 in the last 90 days; 34 in the last 30 days; 2,643 as pilot in command; 2,032 on instruments
- Last flight review: April 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 181.3 hours
- Last inspection: 100-hour inspection, September 1, 2005; 76 hours since
- Maximum gross weight: 5,350 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca Arriel 2B1 (turboshaft); 0 hours total
- Fire on the ground
- Operator: Heliflight, Inc.
The flight
- Departed from: KTMB Miami FL at 1:38 am
- Destination: VI2 Homestead FL
- Flight plan: none
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.