Aerospatiale AS 355F-1 accident near Sabine Pass, Texas, February 4, 1985
On February 4, 1985 at about 2:53 pm local time, a Aerospatiale AS 355F-1 (helicopter), registered N5796A, was substantially damaged in an accident near Sabine Pass, Texas. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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
- February 4, 1985 · about 2:53 pm local time
- Place
- Sabine Pass, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aerospatiale AS 355F-1 · all AS 355F-1s on the register
- Registration
- N5796A · no longer on the register · serial 5156
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE EN ROUTE AT AN ALT OF 500 TO 700 FT, THE #1 ENG SPOOLED DOWN. THE PLT SECURED THE #1 ENG & TURNED BACK TOWARD THE HELIPORT TO MAKE A SINGLE ENG LANDING. HOWEVER, HE COULD NOT MAINTAIN LEVEL FLT & THE ROTOR RPM BEGAN DROPPING. THE PLT NOTED THAT THE #2 ENG HAD HI TEMP (ABOVE 900 DEGS) & LOW TORQUE. SUBSEQUENTLY, HE INFLATED THE POPOUT FLOATS & MADE A PARTIAL POWER LANDING IN A MARSH. DUE TO LOW ROTOR RPM, THE HELICOPTER TOUCHED DOWN HARD & WAS DAMAGED. THE #1 ENG WAS REMOVED & CHECKED IN A TEST CELL & IT OPERATED NORMALLY. THE #2 ENG WAS DAMAGED; HOWEVER, IT'S FUEL MANAGEMENT SYS CHECKED NORMAL. THE ACFT WAS BEING FLOWN IN RAIN SHOWERS WITHOUT USING THE ENG ANTI-ICE. OPERATOR PERSONNEL SUSPECTED THAT INLET ICING CAUSED THE #1 ENG TO FLAME OUT & THE #2 ENG TO LOSE PARTIAL POWER. A WITNESS ESTIMATED THE SURFACE AIR TEMP WAS 33 DEGS.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,554 hours in all; 496 in this make and model; 170 in the last 90 days; 2,523 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,158 hours
- Last inspection: approved inspection programme; 28 hours since
- Maximum gross weight: 4,200 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C20F (turboshaft); 0 hours total
The flight
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 13 knots
- Visibility: 1 statute miles
- Sky: broken clouds at 800 ft; not recorded
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N5796A the same tail number, which may have belonged to a different aircraft at the time
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.