S.N.I.A.S SE 3130 Alouette II accident near Driggs, Idaho, January 29, 2001
On January 29, 2001 at about 11:30 pm local time, a S.N.I.A.S SE 3130 Alouette II (helicopter), registered N31330, was substantially damaged in an accident near Driggs, Idaho (Reed Memorial airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2001 · about 11:30 pm local time
- Place
- Driggs, Idaho · Reed Memorial · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- S.N.I.A.S SE 3130 Alouette II
- Registration
- N31330 · registry record · serial 1133
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the flight was uneventful until the landing. When the helicopter touched down on the ramp, the cyclic control began to shake "very violently" in his hand along with the helicopter starting to move forward and aft. The pilot thought that it might be ground resonance and lifted off to a hover. The condition worsened, and the pilot increased the hover. The helicopter began to oscillate and the pilot could not stabilize the movement. The pilot then turned the helicopter to the left then back to the right to verify the location of a fuel truck. When the truck was locate, the pilot lowered the collective to land. The right rear skid contacted the surface first and the helicopter rocked forward and to the right. The helicopter rolled to the right, coming to rest on its right side. Post-accident inspection of the main rotor dampers found no mechanical failures or malfunctions.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 12,773 hours in all; 26 in this make and model; 106 in the last 90 days; 27 in the last 30 days; 5,731 on instruments
- Last flight review: January 11, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,001 hours
- Last inspection: annual inspection, December 19, 2000; 3 hours since
- Maximum gross weight: 3,300 lb
- Seats: 5
- Landing gear: fixed
- Engine: Turbomeca Artouste IIC5 (turboshaft); 0 hours total
The flight
- Departed from: U59 Driggs ID at 10:15 pm
- Destination: U59
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: -9°F (-23°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.