Aerospatiale AS350D ASTAR accident near Fuquay-Varina, North Carolina, December 7, 1991
On December 7, 1991 at about 5:15 am local time, a Aerospatiale AS350D ASTAR (helicopter), registered N26FH, was destroyed in an accident near Fuquay-Varina, North Carolina. It was an other work-use flight under general aviation rules (Part 91). 3 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER DECISION IN CONTINUING THE FLIGHT WITH A KNOWN ENGINE PROBLEM, AND THE SUBSEQUENT SEIZURE OF THE NUMBER TWO ENGINE BEARING, RESULTING IN ENGINE STOPPAGE. DARKNESS WAS A RELATED FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 7, 1991 · about 5:15 am local time
- Place
- Fuquay-Varina, North Carolina · map
- Type
- Accident
- Injuries
- 3 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS350D ASTAR AS350D AST · all AS350D ASTARs on the register
- Registration
- N26FH · no longer on the register · serial 1331
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE NEWS HELICOPTER WAS RETURNING FROM A REPORTING ASSIGNMENT AT NIGHT IN VMC CONDITIONS. THE SOLE SURVIVOR, A SPORTSCASTER, REPORTED THAT ABOUT 20 TO 25 MINUTES BEFORE THE CRASH, THE ENGINE CHIP LIGHT CAME ON. THE LIGHT CAME ON AND WAS RESET BY THE PILOT 5 TO 10 TIMES. THERE WAS ALSO A LOSS OF TORQUE ON THE TORQUE GAUGE. SUBSEQUENTLY, THE ENGINE LOST POWER & THE HELICOPTER CRASH LANDED IN AN OPEN FIELD. AN INSPECTION OF THE ENGINE REVEALED THE #2 BEARING HAD SEIZED, RESULTING IN FAILURE OF THE COMPRESSOR SHAFT. THE #2 BEARING HAD BEEN REPLACED DURING RECENT ENGINE MAINTENANCE, AND THERE WAS ONLY ABOUT 125 HOURS ON THE NEW BEARING. THE OIL JET TO THE BEARING WAS NOT BLOCKED OR CLOGGED. THERE WERE TORQUE FLUCTUATIONS OBSERVED ON TWO OCCASIONS DURING THE WEEK BEFORE TO THE ACCIDENT. SEVERAL COMPONENTS WERE CHANGED IN AN ATTEMPT TO PINPOINT THE PROBLEM. THE SURVIVOR'S SEAT BELT FAILED IN THE CRASH DUE TO AN IMPROPER INSTALLATION, AND HE WAS THROWN CLEAR OF THE WRECKAGE.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,215 hours in all; 931 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,716 hours
- Last inspection: 100-hour inspection, November 13, 1991; 23 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming LTS-101-600A2 (turboshaft); 0 hours total
- Operator: Equipment Leasors Of Pa, INC.
The flight
- Departed from: NONE Wilmington NC at 4:30 am
- Destination: NONE Durham NC
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 170° at 3 knots
- Visibility: 12 statute miles
- Sky: broken clouds; not recorded
- Temperature: 39°F (4°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 am from RDU, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.