Sikorsky S-58 accident near San Jose, California, January 28, 1994
On January 28, 1994 at about 3:37 pm local time, a Sikorsky S-58 (helicopter), registered N4995G, was destroyed in an accident near San Jose, California (San Jose International airport). It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADEQUATE PREFLIGHT PLANNING/PREPARATION AND SUBSEQUENT FUEL STARVATION, DUE TO AN INADEQUATE SUPPLY OF FUEL. A FACTOR RELATED TO THE ACCIDENT WAS: THE PROXIMITY OF HIGH OBSTRUCTIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 28, 1994 · about 3:37 pm local time
- Place
- San Jose, California · San Jose International · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky S-58 · all S-58s on the register
- Registration
- N4995G · no longer on the register · serial 58-1561
- Damage
- Destroyed
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS CONDUCTING AN EXTERNAL LOAD OPERATION ABOUT 1-1/2 MILES FROM THE DEPARTURE AIRPORT. AFTER FINISHING A LIFT, THE HELICOPTER WAS HOVERING AT ABOUT 100 FEET OVER A 13-STORY BUILDING. WITNESSES HEARD THE ENGINES SPOOL DOWN AND SAW THE ROTOR BLADES SLOWING. THE HELICOPTER DESCENDED ONTO A TWO-LEVEL PENTHOUSE ON THE BUILDING ROOF AND ROLLED ONTO ITS RIGHT SIDE. A PARKING LOT ADJACENT TO THE BUILDING HAD BEEN SELECTED BY THE COMPANY AS A LANDING AREA IN AN FAA-APPROVED LIFT PLAN, BUT OBSTRUCTIONS PREVENTED ITS USE. THE HELICOPTER, COMPRISED PRIMARILY OF MAGNESIUM, WAS CONSUMED BY A POSTCRASH FIRE. FUEL CONSUMPTION WAS ABOUT 11 POUNDS PER MINUTE. THE PILOT BEGAN THE FLIGHT WITH ABOUT 266 POUNDS OF FUEL; DURING THE 17 MINUTE FLIGHT, THE ENGINE WOULD HAVE CONSUMED ABOUT 190 POUNDS OF FUEL. UNUSABLE FUEL FOR THE HELICOPTER WAS 64 POUNDS. OPERATIONS AT MINIMAL FUEL REQUIRED FUEL TANK CROSSFEEDING.
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, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,000 hours in all; 1,500 in this make and model; 43 in the last 90 days; 19 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,524 hours
- Last inspection: continuous airworthiness programme, November 8, 1993; 47 hours since
- Maximum gross weight: 12,500 lb
- Seats: 11
- Landing gear: fixed
- Engine: P&W PT6T-3 (turboshaft); 0 hours total
- Fire on the ground
- Operator: Air One Helicopters INC.
The flight
- Departed from: SJC at 3:22 pm
- Destination: SJC
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 35 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from SJC, 1 miles away
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.
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.