Eurocopter EC130 accident near Meadview, Arizona, October 1, 2010
On October 1, 2010, a Eurocopter EC130 (helicopter), registered N822MH, was substantially damaged in an accident during takeoff near Meadview, Arizona. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's distraction with another departing helicopter while maneuvering in a hover for departure, which resulted in his failure to maintain clearance between the tail rotor and an umbrella.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2010 · cases in 2010
- Place
- Meadview, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter EC130 B4 · all EC130s on the register
- Registration
- N822MH · registry record · serial 4142
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The aerial tour flight included a stop at a pre-selected remote landing site. The remote site was equipped with picnic tables and umbrellas for use by the passengers. According to the pilot, this was his third flight of the day, and he landed "closer than usual" to the tables. After the stop, the pilot started the helicopter and picked up into a low hover. He remained in the hover and turned the helicopter to the right in order to slightly delay his departure for another departing helicopter. In close sequence, the pilot noticed a rotor rpm decrease, a loss of tail rotor effectiveness, and a "loud bang" after which he immediately re-landed and shutdown the helicopter. An inspection revealed that the cloth canopy of one of the umbrellas had been partially ingested by the tail rotor, which resulted in substantial damage to the tail rotor, rotor housing, and drive system. The pilot did not report any preaccident problems with the helicopter, and no pre-existing mechanical deficiencies or failures that would have precluded normal operation were observed. Neither the helicopter manufacturer nor the operator provided specific information or recommended guidance regarding operational clearances for the helicopter. The site had no designated or marked landing zones. Pilots were wholly responsible for ensuring the adequacy of the site for their arrivals and departures, as well as for separation from other helicopters in the heavily trafficked area. Although the pilot reported that fatigue was a contributing factor to the accident, there was insufficient evidence to determine whether the pilot was fatigued.
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
What happened, in order
- Collision during takeoff/land during takeoff defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Ground equipment › Response/compensation
- Environmental issues › Operating environment › Airport facilities/design › Runway markings/signage › Contributed to outcome
- Environmental issues › Operating environment › Airport facilities/design › Obstruction markings/lighting › Contributed to outcome
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 2,750 hours in all; 1,187 in this make and model; 210 in the last 90 days; 140 in the last 30 days; 2,650 as pilot in command; 800 on instruments
- Last flight review: May 20, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,115 hours
- Last inspection: 100-hour inspection, September 27, 2010
- Maximum gross weight: 5,350 lb
- Seats: 8
- Landing gear: fixed
- Engine: Turbomeca 281 (turboshaft); 0 hours total
The flight
- Departed from: Meadview AZ
- Destination: HDN Henderson NV
Weather at the time
- Light: daylight
- Wind: from 315° at 7 knots
- Visibility: 100 statute miles
- Sky: a few clouds
- Temperature: 84°F (29°C), dew point 43°F (6°C)
- Observation at 11:30 pm from 1G4, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 6 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
16 documents, released by the NTSB on June 22, 2012. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N822MH on the register today · the tail number may have moved to another aircraft since
- Airbus Helicopters EC 130 now H130 311 registered today · the model family and its accident history
- Airbus Helicopters 267 aircraft on the register
- Engine: Turbomeca 281 · as the NTSB recorded it
- Yampa Valley Airport · bound for
- Accidents and incidents in Arizona 2,985 since 1982 · 466 in the last ten years
- Arizona 8,435 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR10LA481.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.