Aerospatiale AS-350B accident near Cameron, Missouri, May 27, 1993
On May 27, 1993 at about 11:26 am local time, a Aerospatiale AS-350B (helicopter), registered N782LF, was destroyed in an accident near Cameron, Missouri. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER DUE TO FAILURE OF THE SECOND STAGE TURBINE LABYRINTH SEAL. FACTORS RELATED TO THE ACCIDENT WERE: THE UNFAVORABLE WIND AND TALL TREES BORDERING THE EMERGENCY LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 1993 · about 11:26 am local time
- Place
- Cameron, Missouri · map
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-350B · all AS-350Bs on the register
- Registration
- N782LF · no longer on the register · serial 1487
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
LIFEFLIGHT HELICOPTER WAS EN ROUTE WITH PATIENT WHEN NURSE HEARD LOUD 'POP' FOLLOWED BY 'CLATTERING' & HORN ALARM. SOON THEREAFTER, HELICOPTER IMPACTED A FIELD ON SOUTHERLY HEADING ABOUT 70' SOUTH OF TALL TREES. GROUND SCARS & DEBRIS WERE LOCATED ALONG 150' BY 80' PATH. WITNESSES SAID WIND WAS STRONG/GUSTY FROM SOUTH. HELICOPTER WAS EQUIPPED WITH TURBOMECA ARRIEL 1B ENGINE WITH TU-76 MODIFICATION. IT HAD TOTAL FLIGHT TIME OF 2482 HOURS. RECOMMENDED TIME BETWEEN OVERHAUL WAS 2500 HOURS. INVESTIGATION REVEALED ENGINE LOST POWER DUE TO FAILURE OF LABYRINTH SEAL IN 2ND STAGE TURBINE NOZZLE GUIDE VANE. TUBOMECA PERSONNEL PROPOSED THAT UNDER THERMAL LOW CYCLE FATIGUE, A CRACK COULD INITIATE ON 2ND TURBINE NOZZLE GUIDE VANE HUB, WHICH COULD LEAD TO RUB BETWEEN INNER DIAMETER OF HUB & INNER TURBINE LABYRINTH LIPS. THERE WERE 7 ENGINE FAILURES OF SIMILAR NATURE, ALL RELATED TO TU-76 STANDARD NOZZLES. TURBOMECA SERVICE BULLETIN 292 72 0153 WAS ISSUED TO IMPROVE MECHANICAL STRENGTH OF INTERNAL ENVELOPE OF 2ND STAGE NOZZLE GUIDE VANE.
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: 4,970 hours in all; 764 in this make and model; 17 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,064 hours
- Last inspection: approved inspection programme, May 16, 1993; 13 hours since
- Maximum gross weight: 4,630 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca ARRIEL 1B (turboshaft); 0 hours total
The flight
- Departed from: NONE Bethany MO at 11:07 am
- Destination: MO21 Kansas City MO
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 210° at 20 knots, gusting 30
- Visibility: 15 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 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.