Eurocopter Deutschland EC-135 P1 accident near Loon Lake, Washington, December 18, 2002
On December 18, 2002 at about 5:58 am local time, a Eurocopter Deutschland EC-135 P1 (helicopter), registered N311MS, was substantially damaged in an accident near Loon Lake, Washington. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent flight into instrument meteorological conditions (IMC) while in cruise flight, and an excessive descent rate. Factors include falling snow, whiteout conditions and dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 2002 · about 5:58 am local time
- Place
- Loon Lake, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter Deutschland EC-135 P1
- Registration
- N311MS · registry record · serial 0073
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that when he departed Colville, the weather was mostly clear with a visibility of more than 10 miles. He stated that as the helicopter approached the area around Loon Lake (approximately 30 miles southeast of Colville) they encountered heavy snow showers. The pilot further stated that, "While attempting to slow the helicopter and either turn around or make a precautionary landing on a road (Hwy 395) the helicopter entered a high rate of descent. I ended up making a hard landing on Hwy 395 in pretty much a complete white out." The aviation area forecast (FA) issued at 1945 PST on December 17, valid during the accident time frame, reported widely scattered snow showers East of the Cascades, to include Northeastern Washington. The pilot reported that he obtained a weather briefing via the Data Transmission Network (DTN) prior to the flight from Spokane.
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
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,200 hours in all; 650 in this make and model; 68 in the last 90 days; 25 in the last 30 days; 8,200 as pilot in command; 4,500 on instruments
- Last flight review: February 28, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,450 hours
- Last inspection: approved inspection programme, December 15, 2002; 6 hours since
- Maximum gross weight: 6,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Pratt & Whitney PW 206 B (turboshaft); 0 hours total
- Operator: Metro Aviation
The flight
- Departed from: Colville WA at 5:45 am
- Destination: Spokane WA
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 3,700 ft; scat at 2,800 ft
- Temperature: 30°F (-1°C), dew point 30°F (-1°C)
- Observation at 5:53 am from KDEW, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 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.