Aerospatiale SA 360C accident near Washington, District of Columbia, January 17, 1985
On January 17, 1985 at about 7:16 pm local time, a Aerospatiale SA 360C (helicopter), registered N42CP, was substantially damaged in an accident near Washington, District of Columbia (National airport). It was an executive or corporate flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 1985 · about 7:16 pm local time
- Place
- Washington, District of Columbia · National · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale SA 360C
- Registration
- N42CP · registry record · serial 1031
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLT CREW RPRTD THE ENG LOST PWR WHEN THE HELICOPTER WAS AT APRX 100' WITH A FWD SPEED OF 50 KTS. WITNESSES OBSERVED FAINT GRAY/WHITE SMOKE EMANATING FROM THE VICINITY OF THE TAILPIPE SHORTLY AFTER LIFT OFF WHICH TRAILED & BECAME PROFUSEIMMEDIATELY BEFORE THE HELICOPTER BEGAN DSCNDG. SUBSEQUENTLY THE ACFT IMPACTED THE GND IN A LEVEL, RGT YAW ATTITUDE. THE RGT MAIN GEAR COLLAPSED & FOLDED UNDER THE BELLY, THE FUEL CELLS RUPTURED & THE TAIL CONE SEPARATED FROM THE CABIN. AN EXAM REVEALED THAT A MIXTURE OF FUEL & OIL HAD VENTED OVERBOARD THRU THE FLEXIBOX SEAL DRAIN LINE. ALTHO THE ACFT HAD RECENTLY BEEN WASHED, A HVY FUEL STAIN WAS NOTED ON THE UNDERSIDE OF THE HELICOPTER FROM THE GANG DRAIN TO THE FENESTRON. THERE WAS EVIDENCE THAT FUEL & OIL HAD LEAKED FROM THE JET HOLDER WHICH TRANSFERRED FUEL FROM A LINEAR LINE TO A ROTATING LINE. HOWEVER, AN EXAM OF THE FUEL (FLEXIBOX) & OIL (SEALOL) SEALS SHOWED NO IRREGULARITIES. THE CONDITION COULD NOT BE DUPLICATED DURING BENCH TESTING.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,890 hours in all; 1,165 in this make and model; 83 in the last 90 days; 5,524 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,007 hours
- Last inspection: approved inspection programme, November 20, 1984; 74 hours since
- Maximum gross weight: 6,615 lb
- Seats: 8
- Landing gear: fixed
- Engine: Turbomeca ASTAZOU XVIII (turboshaft); 0 hours total
The flight
- Departed from: DCA at 7:15 pm
- Destination: 4N6 Garden City NY
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 2,500 ft; scat at 1,600 ft
- Temperature: 34°F (1°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 7:16 pm from DCA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 2 |
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.