Aerospatiale AS-355F-1 accident near W. Cameron 617, November 4, 1988
On November 4, 1988 at about 12:51 pm local time, a Aerospatiale AS-355F-1 (helicopter), registered N355EH, was destroyed in an accident near W. Cameron 617 (W. Cameron 617 airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 4 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 CONTROL OF THE AIRCRAFT WHICH OCCURRED WHEN THE TAIL ROTOR DRIVE SHAFT EXPERIENCED A FATIGUE INDUCED MATERIAL FAILURE AND TAIL ROTOR THRUST WAS LOST. EVIDENCE INDICATED THAT THE SHAFT WAS UNDER DESIGNED FOR THE LOADS THAT WERE ENCOUNTERED DURING NORMAL OPERATIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 4, 1988 · about 12:51 pm local time
- Place
- W. Cameron 617 · W. Cameron 617
- Type
- Accident
- Injuries
- 4 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-355F-1 · all AS-355F-1s on the register
- Registration
- N355EH · no longer on the register · serial 5137
- 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
ACFT WAS DEPARTING AN ELEVATED HELIDECK ON AN OFFSHORE PRODUCTION PLATFORM WHEN IT EXPERIENCED A COMPLETE LOSS OF TAIL ROTOR THRUST AND ACFT CONTROL DUE TO A FAILURE OF THE TAIL ROTOR DRIVE SHAFT. THE FAILURE OCCURRED AS THE PLT INITIATED HIS TAKEOFF WITH THE ACFT HAVING JUST CLEARED THE DECK AND RECOVERY WAS NOT POSSIBLE. INVESTIGATION REVEALED THAT THE DRIVE SHAFT HAD FAILED AS A RESULT OF FATIGUE CRACKING IN AN AREA OF FRETTING WHERE THE SHAFT WAS BONDED AND BOLTED TO ITS COUPLING. THIS AND PREVIOUS FAILURES IN THE SAME AREA INDICATED THAT THE SHAFT WAS UNDER DESIGNED FOR THE APPLICATION AND NORMAL OPERATING STRESSES. SHAFT WAS SUBSEQUENTLY RE-DESIGNED AND THE FLEET RETROFITTED.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,819 hours in all; 1,081 in this make and model; 270 in the last 90 days; 81 in the last 30 days; 8,162 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,747 hours
- Last inspection: approved inspection programme, November 3, 1988
- Maximum gross weight: 5,291 lb
- Seats: 6
- Landing gear: fixed
- Engine: Allison 250-C20F (turboshaft); 0 hours total
The flight
- Departed from: NONE W. Cameron 617 GM
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 25 knots, gusting 35
- Visibility: 10 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 12:00 pm from C556, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.