Eurocopter AS-350 B2 Ecureuil accident near Mazama, Washington, March 11, 2001
On March 11, 2001 at about 5:00 pm local time, a Eurocopter AS-350 B2 Ecureuil (helicopter), registered N189EH, was substantially damaged in an accident near Mazama, Washington. It was flown under charter and air-taxi rules (Part 135). 2 people had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control. Snow covered terrain, high and variable wind conditions, and failure of attaining the proper touchdown point were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 2001 · about 5:00 pm local time
- Place
- Mazama, Washington · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS-350 B2 Ecureuil · all AS-350 B2 Ecureuils on the register
- Registration
- N189EH · registry record · serial 2956
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot approached the remote snow covered mountain site into the wind. During the descent at about 50 feet, the wind increased and shifted. The helicopter began to descend rapidly, and the pilot increased power in an attempt to arrest the rate of descent. Shortly thereafter, the low rotor rpm horn sounded and the helicopter touched down just past the normal landing site with sufficient force and forward speed to prevent him from holding it on the landing site. The pilot applied forward cyclic in an attempt to prevent the helicopter from falling off a 30 foot drop. Due to the low rotor rpm and the inability to maintain altitude, the pilot elected to land the helicopter in a large open snowfield. During the landing, the helicopter settled in the snow and the main rotors contacted the ground. The helicopter subsequently rolled over. The weather at the accident site was reported as high overcast. The wind direction was not indicated, however, the wind velocity was reported at 15-20 knots. No mechanical failures or malfunctions were reported.
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: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,328 hours in all; 1,286 in this make and model; 110 in the last 90 days; 71 in the last 30 days; 4,953 as pilot in command; 2,025 on instruments
- Last flight review: November 30, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,745 hours
- Last inspection: approved inspection programme, February 23, 2001; 1,703 hours since
- Maximum gross weight: 4,961 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca Arriel/1D1 (turboshaft); 0 hours total
The flight
- Departed from: Mazama WA at 4:45 pm
- Destination: Mazama WA
Weather at the time
- Light: daylight
- Wind: at 20 knots
- Visibility: 10 statute miles
- Sky: overcast; not recorded
- Temperature: 14°F (-10°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 3 |
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.