# NTSB CEN23LA178: Airbus Helicopters EC130, N254DM, Carta Valley, TX, May 6, 2023

- Type: NTSB accident investigation
- Classification: Accident · Serious injuries · Class 3 · Limited · Final report
- Date: May 6, 2023, 16:00 local (21:00 UTC)
- Place: Carta Valley, TX · Occurred in flight near Carta Valley, TX.
- Coordinates: 29.80342, -100.7133 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=29.8034&lon=-100.7133&mi=10
- Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping)
- Defining event: [Maneuvering-hover: Cabin safety event](https://openairdocs.org/ntsb-events/110)
- Highest injury: Serious injuries
- Injuries: 1 serious, 3 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Central Region
- Parties: FAA San Antonio FSDO, Safran Helicopter Engines USA, European Union Aviation Safety Agency, Airbus Helicopters North America, Bureau of Enquiry and Analysis for Civil Aviation Safety
- NTSB case key (mKey): 122569
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN23LA178
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/122569/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=122569
- Page: https://openairdocs.org/ntsb/CEN23LA178

## Probable cause

The right rear-seat passenger’s improper judgement to release his restraint system and depart the helicopter while in a hover, which resulted in him sustaining serious injuries. Contributing to the accident was his impairment from effects of alcohol consumption.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Impairment/incapacitation: alcohol](https://openairdocs.org/ntsb-findings/02012015): Personnel issues › Physical · Passenger (probable cause); cases with it: [Airbus Helicopters EC 130 T2, 1 case](https://openairdocs.org/ntsb-findings/02012015/cases.md?model=1145302), [All aircraft, 87 cases](https://openairdocs.org/ntsb-findings/02012015/cases.md)
- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Passenger (probable cause); cases with it: [Airbus Helicopters EC 130 T2, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=1145302), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Passenger (probable cause); cases with it: [Airbus Helicopters EC 130 T2, 1 case](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=1145302), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md)
- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Passenger (probable cause); cases with it: [Airbus Helicopters EC 130 T2, 2 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=1145302), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Perception/orientation/illusion: situational awareness](https://openairdocs.org/ntsb-findings/02022035): Personnel issues › Psychological · Passenger (probable cause); cases with it: [Airbus Helicopters EC 130 T2, 1 case](https://openairdocs.org/ntsb-findings/02022035/cases.md?model=1145302), [All aircraft, 111 cases](https://openairdocs.org/ntsb-findings/02022035/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Maneuvering-hover: Cabin safety event](https://openairdocs.org/ntsb-events/110) (defining event); cases with it: [Airbus Helicopters EC 130 T2, 2 cases](https://openairdocs.org/ntsb-events/110/sequence.md?model=1145302), [All aircraft, 151 cases](https://openairdocs.org/ntsb-events/110/sequence.md)
- [Maneuvering-hover: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Airbus Helicopters EC 130 T2, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=1145302), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)

## Analysis

The helicopter departed for a low-level flight to perform aerial hunting of wild pigs on a remote ranch. During the flight, several herds of wild pigs were located and were engaged by the two rear-seat passengers. Shortly after, the pilot brought the helicopter to an out-of-ground effect hover, about 50 ft above ground level (agl), and assessed that the helicopter needed to be refueled. The helicopter was slowly moving forward during the hover when the left rear-seat passenger observed, from the “corner of his eye” as he was turning his head, the right rear-seat passenger depart the helicopter. Just before departing the helicopter, the right rear-seat passenger was facing forward. He then turned his body about 90° to the right facing out of the helicopter, he stepped on the pedestal mounted on the right skid, stood up, and then took a step forward. The left rear-seat passenger notified the pilot about what he observed, and the pilot landed the helicopter. The injured passenger was unconscious with serious injuries. The injured passenger was loaded onto the helicopter, both cabin doors were closed, and the helicopter departed. The passenger was transported for medical treatment. The helicopter was not damaged. The passenger did not provide a statement to the NTSB. The helicopter owner reported that while in the out-of-ground effect hover, the passenger may have thought the helicopter was near the ground when he decided to depart the helicopter. The helicopter owner also reported that there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation. Postaccident examination of the right rear passenger seat and restraint system did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. Postaccident download of the accident flight engine data showed normal engine performance. Toxicological evidence indicates that the injured passenger had consumed alcohol before the accident. Hospital testing measured a serum ethanol level of 0.067 g/dL about 2.6 hours after the accident. During the flight, the injured passenger was quiet, did not do or say anything abnormal, and did not appear to have been intoxicated. Based on this evidence, the injured passenger was likely experiencing impairing ethanol effects at the time of the accident. Such effects likely included worsened perception, judgment, and/or coordination that increased the likelihood of an accident. Thus, the injured passenger’s alcohol impairment likely contributed to his improper judgment to release his restraint system and depart the helicopter while in a hover.

## Factual narrative

On May 6, 2023, about 1600 central daylight time, an Airbus Helicopters EC-130T2 helicopter, N254DM, sustained no damage when it was involved in an accident near Carta Valley, Texas. The pilot and two passengers sustained no injuries, and one passenger sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 aerial observation flight. The purpose of the low-level flight was to perform aerial hunting of wild pigs. The pilot, an independent contractor, was in the front center seat. The helicopter-pilot-rated owner of the ranch, who was also the owner of the helicopter, was in the front left seat as a passenger. Another helicopter-pilot-rated passenger, who was also an independent contractor, was in the left rear seat. Another passenger, who was a friend of the ranch owner’s son who had previously flown in the helicopter and who had previously participated in aerial hunting, was in the right rear seat. The two independent contractors were hired by the ranch owner to operate the helicopter. The two rear-seat passengers were participating in aerial hunting. All four occupants were using Bose A20 aviation headsets for the flight and were reportedly in proper working condition. Just before departure about 1500, the passengers were briefed by the pilot on various safety topics. These safety topics included the use and operation of the restraint systems, how to exit the helicopter during an emergency, main rotor blade safety when hunting, and several other safety topics. Before the flight, the two cabin doors were locked in the open position to facilitate hunting. The left rear-seat passenger performed a final walk-around inspection of the helicopter with no issues noted. The helicopter departed from the Mafrige Ranch Airport (2TA9), Carta Valley, Texas, and began the low-level aerial hunting work. 2TA9 is located on the Rancho Bellas Rocas. During the flight, after a period of hunting, the pilot brought the helicopter to an out-of-ground effect hover, about 50 ft agl. During this time, the pilot assessed that the helicopter needed to be refueled back at 2TA9. The helicopter was slowly moving forward during the hover when the right rear-seat passenger departed from the helicopter. The left rear-seat passenger observed this sequence from the “corner of his eye.” As he was turning his head to the right, he observed the right rear-seat passenger depart from the cabin. At the time of the departure, the right rear-seat passenger was facing forward in the cabin. The right rear-seat passenger then turned his body about 90° to the right facing outwards from the cabin, he stepped on the pedestal mounted on the right skid, he stood up, and then he took a step forward. The right rear-seat passenger had his headset on and was holding his shotgun when he departed the helicopter. The left rear-seat passenger immediately notified the pilot about what he observed. The pilot maneuvered the helicopter to the right andlanded to the south of where the passenger came to rest on the ground. The passenger was found unconscious with serious injuries, and he was breathing. The shotgun was found in multiple pieces on the ground next to him. The injured passenger was loaded onto the helicopter, both cabin doors were closed, and the helicopter departed for 2TA9. While the helicopter was being refueled at 2TA9, the pilot contacted emergency services via cellular phone. The emergency services operator reported to the pilot that their response time would be “extremely lengthy.” The pilot opted to fly the rear right passenger directly to the hospital to provide quicker access for medical treatment. The injured passenger was in the right rear seat for the entire accident flight until he departed the helicopter. That seat was equipped with a four-point restraint system. The injured passenger used the lap portion of the restraint system for the flight. After he departed the helicopter, the buckle on the lap portion was found disconnected. The injured passenger was not using an additional harness for the aerial hunting work, nor was he required to. During the flight, the injured passenger was “quiet” and did not do or say anything abnormal. The helicopter owner reported that while in the out-of-ground effect hover, the passenger who departed the helicopter may have thought the helicopter was near the ground when he decided to depart the helicopter, believing the helicopter was closer to the ground than it was. The helicopter owner reported that there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation. Postaccident examination of the right rear seat and restraint system did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. Postaccident download of the accident flight engine data showed normal engine performance. Ethanol testing of a serum specimen that the hospital collected from the injured passenger at 1842 on the day of the accident detected ethanol at 0.067 g/dL. Ethanol is the intoxicating alcohol in beer, wine, and liquor, and, if consumed, can impair judgment, psychomotor performance, cognition, and vigilance. Detrimental cognitive effects may occur at blood ethanol levels as low as 0.02 g/dL, and a person generally will experience increasingly greater impairment at increasingly higher blood ethanol levels. While 14 CFR Part 91.17(b) prohibits pilots from carrying passengers who appear intoxicated, the passenger did not seem to be intoxicated per the owner’s attorney. The injured passenger did not provide a statement to the NTSB. The Texas Parks and Wildlife Department has published the Ecology and Management of Wild Pigs, which classifies wild pigs as an exotic invasive species. This document discusses the aerial hunting of wild pigs and states in part: Shooting wild pigs while flying in fixed wing or rotary aircrafts is often referred toas aerial gunning. Aerial gunning is a highly effective means of quickly reducing wild pig populations in areas with large expanses of sparse canopy cover and high densities of wild pigs.

## Aircraft

- Registration: [N254DM](https://openairdocs.org/aircraft/N254DM), registered now, S/N 9211, built 2022 (OpenAirDocs)
- Reported make and model: AIRBUS HELICOPTERS EC130 (T2)
- Registry model: [Airbus Helicopters EC 130 T2](https://openairdocs.org/model/airbus-helicopters-ec-130-t2) (registry code 1145302) (OpenAirDocs)
- Registry engine: [Turbomeca ARRIEL-2D](https://openairdocs.org/engine/turbomeca-arriel-2d) (registry code 60080, turbo-shaft) (OpenAirDocs)
- Category: Helicopter
- Serial number: 9211
- Year built: 2022
- Airframe hours: 105
- Engines: Safran Helicopter Engines Arriel 2D 856 horsepower turbo shaft
- Damage: No damage
- Flight: Aerial observation, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, March 20, 2023, 17.2 hours before
- Departed: 2TA9, Carta Valley, TX
- Equipment: Electronic multifunction display, Data recorder, Auto-pilot, ADS-B, Onboard weather, Electronic primary flight display

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 35; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane, helicopter; medical: class 1, without waivers/limitations; last flight review January 24, 2023; seat: center; restraint: 4-point; flight hours: 6,500 total, 15 in this make and model, 6,000 as pilot in command, 69.75 in the last 90 days, 25.1 in the last 30 days, 4 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 150° at 12 knots
- Visibility: 8 statute miles
- Lowest ceiling: 3,300 ft broken
- Temperature: 84 °F, dew point 68 °F
- Altimeter: 29.99 inHg
- Observed at: KECU, 29 nm away
- METAR: KECU 062055Z AUTO 15012KT 8SM BKN033 BKN038 29/20 A2999 RMK AO2

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20230506018019A](https://openairdocs.org/incident/20230506018019A), May 6, 2023: Airbus Helicopters EC 130 T2, Carta Valley, TX, No damage. Right rear passenger exited the aircraft while at a hover resulting in serious injury. No damage to aircraft.

## Docket (25 files)

The files NTSB released with the investigation on June 12, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=122569. 52.7 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 3.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18505262&FileExtension=pdf&FileName=N254DM%20NTSB%20Form%206120_1_Redacted-Rel.pdf
- Accident photographs (item 2, PDF, 11 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18515133&FileExtension=pdf&FileName=Accident%20Photographs-Rel.pdf
- Various statements (item 3, PDF, 17 pages, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18616886&FileExtension=pdf&FileName=Various%20Statements_Redacted-Rel.pdf
- Passenger statement information (item 4, PDF, 10 pages, 560 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18619681&FileExtension=pdf&FileName=CEN23LA178%20Passenger%20Statement%20Information_Redacted-Rel.pdf
- ADS-B data 05/06/2023 (google earth - .kmz file) (item 5, KMZ, 349 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504634&FileExtension=kmz&FileName=20230506_A266B1_514781397-Rel.kmz
- ADS-B data 05/06/2023 (microsoft excel - .xlsx file) (item 6, XLSX, 7.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504644&FileExtension=xlsx&FileName=20230506_A266B1_514781397_ADSB-Rel.xlsx
- Airman information - pilot and passengers (item 7, PDF, 3 pages, 338 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504782&FileExtension=pdf&FileName=Airman%20Information_Redacted-Rel.pdf
- N254DM - Airbus helicopters historical photograph (item 8, PDF, 1 page, 447 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18515315&FileExtension=pdf&FileName=N254DM%20-%20Airbus%20Helicopters%20Historical%20Photograph-Rel.pdf
- N254DM - aston martin edition information (item 9, PDF, 7 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18503768&FileExtension=pdf&FileName=N254DM%20-%20Aston%20Martin%20Edition%20Information-Rel.pdf
- N254DM - seating configuration information (item 10, PDF, 4 pages, 537 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18617642&FileExtension=pdf&FileName=N254DM%20-%20Seating%20Configuration_Redacted-Rel.pdf
- N254DM - airframe maintenance records (item 11, PDF, 26 pages, 4.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504556&FileExtension=pdf&FileName=N254DM%20-%20Airframe%20Maintenance%20Records_Redacted-Rel.pdf
- N254DM - engine maintenance records (item 12, PDF, 8 pages, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504190&FileExtension=pdf&FileName=N254DM%20-%20Engine%20Maintenance%20Records_Redacted-Rel.pdf
- N254DM - weight and balance sheet (item 13, PDF, 1 page, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504094&FileExtension=pdf&FileName=N254DM%20-%20Weight%20and%20Balance%20Sheet_Redacted-Rel.pdf
- N254DM - checklist excerpts (item 14, PDF, 6 pages, 14.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18514445&FileExtension=pdf&FileName=N254DM%20-%20Checklist%20Excerpts-Rel.pdf
- N254DM - airframe and engine examination report (item 15, PDF, 5 pages, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18505003&FileExtension=pdf&FileName=CEN23LA178%20(N254DM)%20-%20NTSB%20Examination%20Report-Rel.pdf
- N254DM - wreckage release form (item 16, PDF, 2 pages, 684 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18513824&FileExtension=pdf&FileName=N254DM%20-%20NTSB%20Wreckage%20Release%20Form_Redacted-Rel.pdf
- N254DM - engine data recorder information (item 17, PDF, 1 page, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18726166&FileExtension=pdf&FileName=CEN23LA178%20Engine%20Data%20MOR-Rel.pdf
- N254DM - evidence control form (item 18, PDF, 1 page, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18514473&FileExtension=pdf&FileName=N254DM%20Evidence-Control-Form_Redacted-Rel.pdf
- CEN23LA178 survival factors specialist report (item 19, PDF, 15 pages, 12 photos, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16179841&FileExtension=pdf&FileName=CEN23LA178%20Survival%20Factors%20Specialist%20Report-Rel.pdf
- Medical factual report (item 20, PDF, 4 pages, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18602825&FileExtension=pdf&FileName=CEN23LA178_MedicalFactualReport-Rel.pdf
- Electronic device recorded flight data - specialist's factual report (item 21, PDF, 8 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16600791&FileExtension=pdf&FileName=CEN23LA178%20Electronic%20Device%20Recorded%20Flight%20Data%20-%20Specialist%27s%20Factual%20Report-Rel.pdf
- Attachment 1 to electronic device recorded flight data - specialist's factual report (item 22, CSV, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16600580&FileExtension=csv&FileName=CEN23LA178%20Attachment%201%20to%20Electronic%20Device%20Recorded%20Flight%20Data%20-%20Specialist%27s%20Factual%20Report-Rel.csv
- Airbus helicopters - EC-130T2 rotorcraft flight manual excerpts (item 23, PDF, 6 pages, 680 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504973&FileExtension=pdf&FileName=Airbus%20Helicopters%20EC-130T2%20RFM%20Excerpts-Rel.pdf
- Airbus helicopters - safety information notice 3444-S-25 equipment and furnishings (item 24, PDF, 2 pages, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504200&FileExtension=pdf&FileName=Airbus%20Helicopters%20SIN%203444-S-25-Rel.pdf
- Texas parks & wildlife department - various permits (item 25, PDF, 5 pages, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18504993&FileExtension=pdf&FileName=Texas%20Parks%20%26%20Wildlife%20Department%20-%20Various%20Permits_Redacted-Rel.pdf

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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