Aerospatiale AS-365-N2 accident near Indianapolis, Indiana, May 21, 1997
On May 21, 1997 at about 12:55 pm local time, a Aerospatiale AS-365-N2 (helicopter), registered N653CN, was involved in an accident near Indianapolis, Indiana (Indianapolis Intl airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate visual clearance by the passenger resulting in his being struck with the rotor blade. A factor relating to this accident was the gusting winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 1997 · about 12:55 pm local time
- Place
- Indianapolis, Indiana · Indianapolis Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-365-N2 · all AS-365-N2s on the register
- Registration
- N653CN · registry record · serial 6404
- Damage
- Not recorded
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he was delivering the passenger and his associate to their company's corporate ramp. 'I landed, taxied in, shut down the engines, and had applied the rotor brake. My passengers were deplaning from the right side of the helicopter with the help of line personnel.' The passenger 'walked forward of the helicopter and turned left into the tip path plane of the rotor system. The passenger was struck in the left temple by a main rotor blade.' The condition of the ramp was good. The static flex clearance of the helicopter blade was determined to decrease at increased wind velocities. The surface winds at 0756 est were reported as 040 at 14 gusting to 21 knots.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 17,000 hours in all; 500 in this make and model; 140 in the last 90 days; 25 in the last 30 days; 13,000 as pilot in command; 6,000 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,222 hours
- Last inspection: annual inspection, July 29, 1997; 72 hours since
- Maximum gross weight: 9,370 lb
- Seats: 7
- Landing gear: retractable
- Engine: Turbomeca ARRIEL 1C2 (turboshaft); 0 hours total
- Operator: Conseco INC.
The flight
- Departed from: Carmel IN at 12:44 pm
- Destination: IND
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 11:56 am from IND, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.