Sikorsky S-76A accident near High Isl Blk595, May 1, 1984
On May 1, 1984 at about 7:00 pm local time, a Sikorsky S-76A (helicopter), registered N763AL, was substantially damaged in an accident near High Isl Blk595. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. 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
- May 1, 1984 · about 7:00 pm local time
- Place
- High Isl Blk595
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky S-76A · all S-76As on the register
- Registration
- N763AL · no longer on the register · serial 760019
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING CRUISE FLIGHT AT 500 FT OVER GULF WATERS, THE LEFT ENGINE SUSTAINED A MASSIVE, UNCONTAINED, EXPLOSIVE FAILURE. SHARPNEL PENETRATED THE RIGHT ENGINE, WHICH FAILED FROM DAMAGE. SHARPNEL ALSO PENETRATED THE AC AND DC JUNCTION BOXES, CAUSING COMPLETE ELECTRICAL FAILURE (NO MAYDAY CALL POSSIBLE). SHARPNEL FURTHER SEVERED THE TAIL ROTOR DRIVE SHAFT AND PENETRATED THE ACFT FUEL SYSTEM; FIRE BROKE OUT IN THE TRANSMISSION AREA AND THE COCKPIT FILLED WITH SMOKE. USING THE CO-PLT'S SIDE WINDOW FOR VISUAL ACQUISITION OF THE WATER SURFACE, A SUCCESSFUL AUTOROTATION WAS PERFORMED. HOWEVER, THE ACFT ROLLED OVER AND SANK SINCE THE EMERGENCY FLOATATION GEAR IS ELECTRICALLY OPERATED AND FAILED TO DEPLOY. AFTER SUCCESSFUL EVACUATION BY ALL OCCUPANTS, PLT RETURNED TO THE INVERTED ACFT AND DEPLOYED LIFE RAFTS. INVESTIGATION REVEALED LEFT ENGINE COMPRESSOR-TO-TURBINE COUPLING HAD FAILED IN FATIGUE. TURBINE WENT OVERSPEED AND BURST UNDER CENTRIFUGAL LOADS.
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: 5,092 hours in all; 348 in this make and model; 53 in the last 90 days; 3,839 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,589 hours
- Last inspection: continuous airworthiness programme, March 26, 1984; 80 hours since
- Maximum gross weight: 7,500 lb
- Seats: 14
- Landing gear: retractable
- Engine: Allison 250-C30S (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: Hi Isl Blk 595 GM at 6:25 pm
- Destination: Freeport TX
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 011° at 6 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 2:00 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.