Sikorsky S-76C accident near New York, New York, June 17, 2005
On June 17, 2005 at about 8:38 pm local time, a Sikorsky S-76C (helicopter), registered N317MY, was substantially damaged in an accident near New York, New York (East 34Th Street airport). It was an executive or corporate flight under general aviation rules (Part 91). 1 person was seriously injured and 7 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An inadvertent encounter with a left quartering tailwind. Factors in the accident were settling with power, the high gross weight of the helicopter, and the crew's failure to accurately assess the winds in the area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2005 · about 8:38 pm local time
- Place
- New York, New York · East 34Th Street · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 7 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky S-76C · all S-76Cs on the register
- Registration
- N317MY · no longer on the register · serial 460
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While facing west on a crowded urban heliport on the leeward side of tall buildings that blocked westerly winds of 15 knots gusting to 23 knots, the pilot executed a rearward takeoff in calm winds slightly above the maximum gross weight of the helicopter. Once clear of the heliport and while out-of ground-effect, the pilot executed a right pedal turn for a north departure over the water, and lowered the nose to initiate an acceleration. Simultaneously the helicopter encountered a left quartering tailwind that was originally blocked by the tall buildings. The helicopter began to settle, and contacted the water. While executing the right pedal turn to transition to forward flight, the pilot noticed an audible "degrading" of the rotor rpm, and the N1 in the "yellow." During interviews with the flight crew, neither pilot could articulate what the maximum allowable gross weight was for the environmental conditions. Each pilot could only say the helicopter was "good" for the takeoff. According to performance data, the maximum gross weight for takeoff was 11,700 pounds, but the data didn't provide a means for calculating power margins. Prior to flying into the heliport on the day of the accident, the pilots had the helicopter was fueled to capacity. This decision was based on picking up five passengers instead of the six that actually boarded. Aware of the additional passenger and without conducting any additional performance planning, the pilot attempted the departure. Prior to contacting the water, the crew experienced uncommanded pitch and roll oscillations, and high levels of vibration consistent with settling with power. Examination of the wreckage, post accident engine runs, and testing of the digital engine control units revealed no preimpact anomalies.
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
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,470 hours in all; 3,200 in this make and model; 58 in the last 90 days; 18 in the last 30 days; 9,123 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,500 hours in all; 356 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 1,750 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,412 hours
- Last inspection: 100-hour inspection, May 1, 2005; 40 hours since
- Maximum gross weight: 11,700 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Turbomeca Ariel 2S1 (turboshaft); 0 hours total
- Engine 2: Turbomeca Ariel 2S1 (turboshaft); 0 hours total
The flight
- Departed from: 6N5 New York NY at 8:38 pm
- Destination: ILG Wilmington DE
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 17 knots, gusting 21
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; a few clouds at 6,000 ft
- Temperature: 75°F (24°C), dew point 45°F (7°C)
- Altimeter: 29.69 inHg
- Observation at 8:51 pm from LGA, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 6 |
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.