# NTSB WPR09LA125: Eurocopter AS 350 B2, N353P, Cave Creek, AZ, February 23, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 22, 2009, 19:55 local (Feb 23, 2009, 02:55 UTC) - Place: Cave Creek, AZ - Coordinates: 33.818054, -111.897781 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.8181&lon=-111.8978&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report May 12, 2009 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 73379 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR09LA125 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/73379/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=73379 - Page: https://openairdocs.org/ntsb/WPR09LA125 ## Probable cause The pilot's misjudged landing flare. Contributing to the accident was the brownout condition created by the dust cloud that interfered with the pilot's perception of proximity to the ground, and the glare interference from the parked fire vehicles headlights with the pilot's night vision goggles. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Light condition: glare](https://openairdocs.org/ntsb-findings/03036030): Environmental issues › Conditions/weather/phenomena · Effect on personnel (probable cause); cases with it: [Eurocopter AS 350 B2, 1 case](https://openairdocs.org/ntsb-findings/03036030/cases.md?model=8680950), [All aircraft, 109 cases](https://openairdocs.org/ntsb-findings/03036030/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Eurocopter AS 350 B2, 2 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=8680950), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Perception/orientation/illusion](https://openairdocs.org/ntsb-findings/02022000): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Eurocopter AS 350 B2, 1 case](https://openairdocs.org/ntsb-findings/02022000/cases.md?model=8680950), [All aircraft, 8 cases](https://openairdocs.org/ntsb-findings/02022000/cases.md) - [Ceiling/visibility/precip: obscuration](https://openairdocs.org/ntsb-findings/03035030): Environmental issues › Conditions/weather/phenomena · Effect on personnel (probable cause); cases with it: [Eurocopter AS 350 B2, 2 cases](https://openairdocs.org/ntsb-findings/03035030/cases.md?model=8680950), [All aircraft, 45 cases](https://openairdocs.org/ntsb-findings/03035030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of visual reference](https://openairdocs.org/ntsb-events/402); cases with it: [Eurocopter AS 350 B2, 4 cases](https://openairdocs.org/ntsb-events/402/sequence.md?model=8680950), [All aircraft, 242 cases](https://openairdocs.org/ntsb-events/402/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Eurocopter AS 350 B2, 6 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=8680950), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis During a night time positioning flight to a traffic accident to pick up a patient, the pilot obtained landing zone information by radio from first responders. The first responders informed the pilot that there were numerous obstructions surrounding the dirt parking lot landing zone. The pilot performed an aerial reconnaissance of the parking lot to visually identify obstacles and asked ground personnel if the landing area had been watered down. The ground personnel replied that the landing area was not wetted down; however, it "looked damp." The pilot proceeded to initiate his approach to the dirt parking lot and observed dust starting to circulate around the helicopter. Shortly after, the pilot encountered a brownout about 15 to 20 feet above ground level (agl). He then reduced power in an effort to land quicker and reduce the dust volume. As the helicopter descended through about 10 feet agl, the pilot lost visual reference through his night vision goggles due to lights from adjacent emergency service vehicles. The pilot attempted to look outside through the windows underneath his NVGs as he slightly adjusted the collective. Subsequently, the helicopter landed hard, adjacent to an office building and fire truck, forward and to the left of the pilot's original intended landing area. Examination of the helicopter revealed that the tail boom and fuselage were structurally damaged. ## Factual narrative On February 22, 2009, about 1955 mountain standard time, a Eurocopter AS 350 B2 helicopter, N353P, was substantially damaged during a hard landing near Cave Creek, Arizona. The helicopter was registered to and operated by PHI Inc. of Lafayette, Louisiana, under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and two medical crew members were not injured. Night visual meteorological conditions prevailed and a company visual flight rules flight plan was filed for the repositioning flight. The local flight originated from the Phoenix Deer Valley Airport, Phoenix, Arizona, at 1945 with an intended destination of Cave Creek. In a written statement, the pilot reported that he was dispatched to the site of a traffic accident to provide patient transport. Upon arriving to the dispatched area, he obtained the landing area information from the crew of a fire engine located adjacent to the landing zone. The fire engine crew reported to the pilot that there were power lines on the north and west sides, a flag pole on the eastern side, and trees to the immediate south of the 150-foot by 200-foot dirt parking lot. The pilot then performed an aerial reconnaissance of the parking lot to visually identify the obstacles and asked the fire engine crew if the landing area had been watered down. The fire engine crew told the pilot that it was not wetted down and "looked damp." The pilot proceeded to initiate his approach to the dirt parking lot from the south. While descending through about 30 feet above ground level (agl), the pilot noticed dust starting to circulate around the immediate area of the helicopter. As the descent continued through about 15 to 20 feet agl, the pilot stated he experienced a "brownout" and told the crew they were "going to the ground." The pilot then reduced power "to get down quicker and lower [the] dust volume." As the helicopter descended through about 10 feet agl, the pilot stated he lost visual reference through his night vision goggles (NVG) due to the lights from the adjacent fire trucks. The pilot attempted to look outside through the windows underneath his NVGs as he slightly adjusted the collective. Subsequently, the helicopter landed hard on the right landing skid followed by the left and came to rest upright adjacent to an office building and fire truck. In a written statement, the flight nurse, who was seated behind the pilot, reported that prior to the approach to landing she was instructed by the pilot to "watch for dust" and that they "will go to the ground if need be." As the approach to landing continued, she could see the ground outside her right window and dust "starting to appear and surround the aircraft." The flight nurse stated that the helicopter was drifting forward and to the left within close proximity to a building structure and fire engine, before hitting the ground with one skid followed by the other. Examination of the helicopter by a Federal Aviation Administration(FAA) inspector revealed that the tail boom and fuselage were structurally damaged. ## Aircraft - Registration: [N353P](https://openairdocs.org/deregistered/N353P-2014-03-05), registration cancelled 2014-03-05, S/N 3885, built 2004 (OpenAirDocs) - Reported make and model: EUROCOPTER AS 350 B2 - Registry model: [Eurocopter AS 350 B2](https://openairdocs.org/model/eurocopter-as-350-b2) (registry code 8680950) (OpenAirDocs) - Registry engine: [Turbomeca ARRIEL-1D1](https://openairdocs.org/engine/turbomeca-arriel-1d1) (registry code 60053, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 3885 - Engines: TURBOMECA ARRIEL 1D1 712 horsepower turbo shaft - Damage: Substantial damage - Flight: Positioning, Part 91 - Operator: Phi Inc - Registered owner: Phi Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, December 3, 2008, 51 hours before - Departed: DVT, Phoenix, AZ - Destination: Cave Creek, AZ - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, without waivers/limitations; seat: right; flight hours: 8,106 total, 753 in this make and model, 7,480 as pilot in command, 20 in the last 90 days, 3 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 30° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 36 °F - Altimeter: 30.10 inHg - Observed at: DVT, 12 nm away ## 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 20090222003919A](https://openairdocs.org/incident/20090222003919A), Feb 22, 2009: Snias AS350B2, Cave Creek, AZ, Substantial damage. (-23) On February 22, 2009 at about 1955 MST, a Eurocopter as 350 B2, N353P registered/operated by phi inc, (heea) was substantially damaged during a hard… ## Docket (6 files) The files NTSB released with the investigation on March 23, 2009, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=73379. 958 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 714 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310387&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Statement (item 2, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310388&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Flight Nurse Statement (item 3, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310389&FileExtension=.PDF&FileName=Flight%20Nurse%20Statement-Master.PDF - Paramedic Statement (item 4, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310390&FileExtension=.PDF&FileName=Paramedic%20Statement-Master.PDF - Photo 1: View of the airframe and tailboom (right side). Courtesy of PHI. (item 5, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310391&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20the%20airframe%20and%20tailboom%20(right%20side).%20%20Courtesy%20of%20PHI.-Master.PDF - Photo 2: View of the airframe and tailboom (left side). Courtesy of PHI. (item 6, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40310392&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20the%20airframe%20and%20tailboom%20(left%20side).%20%20Courtesy%20of%20PHI.-Master.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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.