Incident Overview
On November 8, 2025, at 1341 central standard time, an Airbus Helicopters EC 130 T2, registration N107VU, was substantially damaged when it crashed near Lebanon, Tennessee. The helicopter was operated by Air Methods LLC, doing business as Vanderbilt LifeFlight, under Title 14 Code of Federal Regulations Part 135 as an air medical flight. The pilot and flight paramedic sustained serious injuries, while the flight nurse was fatally injured.
Flight History
The helicopter, callsign LifeFlight1 (LF1), departed from its base in Gallatin, Tennessee, at about 1334 in response to a launch request in Rutherford County. At approximately 1337, the operator's communications center (AIRCOM) informed the crew that the request was canceled. Preliminary ADS-B data indicated that the helicopter made a 180° turn back toward Gallatin at an altitude of about 4,000 feet msl. At 1339, AIRCOM received a radio call from LF1 stating: “Aircom…LF1…we have a medical emergency onboard with our pilot…uh were gonna…we will advise.” No further transmissions were received.
Flight Paramedic Account
In a post-accident interview, the flight paramedic recalled that after the cancellation, the pilot turned the helicopter around. The paramedic acknowledged the cancellation and advised returning to base (RTB). He then noticed the pilot made no noticeable movements, which was unusual. After tapping the pilot on the shoulder and asking if he heard, the paramedic received no response. The pilot’s expression was described as a “complete blank stare.” The paramedic attempted to get the pilot’s attention multiple times without success. The pilot’s eyes were open but showed no emotion; he appeared to be trying to make an input into the GPS or autopilot but could not press the button. The pilot made no purposeful movement of the flight controls.
The paramedic removed his restraints and leaned forward. He observed that the autopilot was not engaged and realized he needed to slow the helicopter. Despite never having touched the cyclic in flight, he grabbed it above the pilot’s hand and pulled it back; the pilot did not resist. The helicopter responded more than expected. He also reduced power by tapping down on the collective control. The paramedic managed to level the helicopter and slow its forward speed. He and the flight nurse urged the pilot to land. The paramedic pointed to a field left of the centerline, and the pilot briefly responded by pointing to a more distant, open field.
Accident Sequence
While the paramedic was leaning over the console to control the helicopter, it struck treetops while approaching the field. About 10 to 20 feet above the ground, he made a hard flare, and the helicopter impacted the ground. ADS-B last observed the helicopter at 1341 at a GPS altitude of 775 feet, about 0.31 miles from the accident site. AIRCOM determined the helicopter had “landed” at an unplanned location and initiated the post-accident plan. Emergency services confirmed the accident, and the Air Force Rescue Coordination Center reported the helicopter’s emergency locator transmitter had activated.
Wreckage Examination
The helicopter came to rest on its left side on upsloping terrain on a magnetic heading of 275°. All major components remained intact. The crew and passenger compartment were intact; the forward windshield was removed by first responders. The left door was open and bent 180 degrees; the sliding doors could not be opened due to crush damage. Both skids were attached with even compression; the left skid fractured at the center. The tailboom was bent downward about 10 degrees and remained attached; the tail rotor driveshaft separated at the center hanger bearing. The left horizontal stabilizer was bent upward about 30 degrees. The Fenestron housing showed underside damage, but all rotor blades and fixed blades were attached without impact damage. The tail rotor gearbox showed no damage.
Main transmission mounts were fractured and displaced. Hydraulic servos remained attached; main rotor retention pins were installed, and blades remained attached to grips. The rotor head showed impact damage, and all three main rotor blades displayed damage consistent with being under power at impact. The engine data recorder showed no abnormalities; the fuel system remained intact with no leakage. There was no postimpact fire. Postaccident examination found no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation.
Crew Information
The pilot held an airline transport pilot certificate with rotorcraft-helicopter, airplane multi-engine land, and instrument airplane ratings, as well as a flight instructor certificate for rotorcraft-helicopter. His most recent second-class medical certificate was issued on May 17, 2025, with limitations for corrective lenses and expiration after second-class. According to FAA records, he had 4,500 total flight hours. The flight paramedic and flight nurse were employed by Vanderbilt University Medical Center.