Sikorsky CH-54A accident near Emigrant Gap, California, August 26, 1995
On August 26, 1995 at about 4:45 pm local time, a Sikorsky CH-54A (helicopter), registered N64AR, was destroyed in an accident near Emigrant Gap, California. It was a flight of an unrecorded kind under external-load helicopter rules (Part 133). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a compressor stall in the right engine for an unknown reason, which resulted in a loss of power in that engine; and inadequate crew coordination between the pilot and copilot, which resulted in their failure to ensure that the external load was promptly jettisoned or released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 1995 · about 4:45 pm local time
- Place
- Emigrant Gap, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky CH-54A
- Registration
- N64AR · registry record · serial 68-18454
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
While flying upslope with an external load of logs at almost zero airspeed, the pilot (PIC) heard an 'explosion' and noted that the helicopter pitched nose-up and rolled right. He turned to initiate a downslope forced landing, while experiencing control feedback and stiffness. As the crew began an approach, the copilot attempted to jettison the load with the electrical release; however, neither crew member verified the results of the procedure. As the aircraft continued to descend on the approach, the cargo hook struck the ground, opened, and released the logs. At the termination of the approach, the helicopter's main rotor blade struck several trees. After the helicopter touched down, it rolled onto its left side in a shallow stream. The No. 2 engine exhibited evidence indicating that it was producing power at impact; however, the No. 1 engine exhibited evidence indicating that it was not rotating. During subsequent inspections, no preimpact anomaly was found with either of the engines or of associated systems.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,400 hours in all; 240 in this make and model; 185 in the last 90 days; 80 in the last 30 days; 10,000 as pilot in command; 250 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,980 hours
- Last inspection: continuous airworthiness programme, August 22, 1995; 6 hours since
- Maximum gross weight: 42,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: P&W T73-P-1 (turboshaft); 0 hours total
The flight
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 4:52 pm from BLU, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.