Aerospatiale AS-355F-1 accident near Ship Shoal 214C, August 19, 1987
On August 19, 1987 at about 4:35 pm local time, a Aerospatiale AS-355F-1 (helicopter), registered N359E, was substantially damaged in an accident near Ship Shoal 214C (Ship Shoal 214C airport). It was an executive or corporate flight under general aviation rules (Part 91). 2 people were seriously injured; 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
- August 19, 1987 · about 4:35 pm local time
- Place
- Ship Shoal 214C · Ship Shoal 214C
- Type
- Accident
- Injuries
- 2 people were seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-355F-1 · all AS-355F-1s on the register
- Registration
- N359E · no longer on the register · serial 5138
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACFT EXPERIENCED A TAIL ROTOR DRIVE SHAFT FAILURE DURING T/O FROM AN OFFSHORE PLATFORM. ACFT SPUN LEFT AND COMPLETED 6 TO 7 REVOLUTIONS PRIOR TO WATER CONTACT AS THE SINGLE PLT COULD NOT REACH THE THROTTLES TO REDUCE PWR TO IDLE. ACFT LANDED HARD AND THE RT FLOAT DEPLOYED ON TOUCHDOWN WHILE THE LEFT FLOAT DID NOT AND THE ACFT ROLLED LEFT. OCCUPANTS SWAM TO RIG FROM WHICH T/O HAD BEEN INITIATED. INVESTIGATION REVEALED THAT THE FORWARD SHAFT (NO. 1 SEGMENT) HAD FAILED IN THE AREA OF THE AFT SPLINES NEAR THE MAIN GEARBOX OIL COOLING FAN CONNECTION. FAILURE WAS ATTRIBUTED TO FATIGUE DUE TO FRETTING CAUSED BY ABNORMAL VIBRATION LEVELS INDUCED BY THE OIL COOLING FAN BLADES. ANALYSIS INDICATED THAT FAN BLADES WOULD BECOME CONTAMINATED WITH DEPOSITS OF GREASE, OIL, AND SOOT CAUSING VIBRATION TO INCREASE FROM .6 IPS TO 4.0 IPS. NO PREVIOUS REQUIREMENT TO CLEAN THE FAN BLADES EXISTED AND THE VIBRATION WOULD NOT HAVE BEEN DETECTABLE BY THE PLT OR PAX.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,514 hours in all; 2,810 in this make and model; 130 in the last 90 days; 4,815 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,102 hours
- Last inspection: continuous airworthiness programme, July 21, 1987; 59 hours since
- Maximum gross weight: 4,200 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C20F (turboshaft); 0 hours total
The flight
- Destination: Ship Shoal 246 GM
- Flight plan: none
- Runway 0, 50 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 325° at 5 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.