Aerospatiale AS-350D accident near Ft. Grant, Arizona, March 5, 1992
On March 5, 1992 at about 2:15 am local time, a Aerospatiale AS-350D (helicopter), registered N350AH, was destroyed in an accident near Ft. Grant, Arizona. It was an other work-use flight under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
1) THE PILOT INADEQUATELY EVALUATING THE ENROUTE WEATHER CONDITIONS, AND, 2) THE PILOT MAKING THE INFLIGHT DECISION TO CONTINUE VFR FLIGHT INTO ADVERSE WEATHER CONDITIONS. FACTORS IN THIS ACCIDENT WERE THE INABILITY OF THE PILOT TO SEE THE MOUNTAINOUS TERRAIN DUE TO THE AMBIENT LIGHT CONDITIONS, CLOUDS, AND SNOW.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 1992 · about 2:15 am local time
- Place
- Ft. Grant, Arizona · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aerospatiale AS-350D · all AS-350Ds on the register
- Registration
- N350AH · no longer on the register · serial 1478
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER RECEIVING THE REQUEST FOR A MEDICAL EVACUATION MISSION, THE CREW CHECKED WEATHER WITH AN FAA FSS TO DETERMINE IF THE MISSION WOULD BE ACCEPTED. GROUND CLUTTER ON THE WEATHER RADAR PREVENTED A COMPLETE WEATHER BRIEF FOR ENROUTE MOUNTAINOUS AREAS. THE PILOT GOT WEATHER FOR HIS DEPARTURE POINT. THE PILOT TOLD FSS '...I THINK I CAN MEANDER MY WAY THROUGH THE MOUNTAINS ON THAT ONE.' THE PILOT ACCEPTED THE MISSION. AFTER TAKEOFF THE PILOT WAS TOLD BY FAA DEPARTURE CONTROL THERE WAS 'WEATHER' ON HIS ROUTE OF FLIGHT 'BUT THE INTENSITY IS UNKNOWN.' RADAR SERVICE WAS TERMINATED AND THE CREW CONTINUED. THE SURVIVING CREWMEMBER STATED THAT AS THE FLIGHT PROGRESSED, EVERYTHING GOT 'BLACK.' HE SAID HE COULD NOT SEE OUTSIDE THE AIRCRAFT. HE SAID ABOUT 5 MINUTES BEFORE THE CRASH, THE PILOT TOLD THE CREW '...WE ARE GOING INADVERTENT.' MEANING, THEY WERE GOING INTO THE CLOUDS AND HE WOULD BE FLYING BY INSTRUMENTS. THE SURVIVOR SAID HE HEARD THE 'ALTITUDE BUZZER,' FOLLOWED BY THE IMPACT.
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; rotorcraft: helicopter
- Flight time: 5,750 hours in all; 250 in this make and model; 5,700 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,183 hours
- Last inspection: 100-hour inspection, February 7, 1992; 34 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming LTS 101-600A3 (turboshaft); 0 hours total
The flight
- Departed from: 38E Tucson AZ at 1:35 am
- Destination: NONE Safford AZ
- Runway 0
Weather at the time
- Light: night, dark
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.