Eurocopter France AS350 B2 accident near Hiram, Georgia, May 21, 2008
On May 21, 2008 at about 2:04 pm local time, a Eurocopter France AS350 B2 (helicopter), registered N417AE, was substantially damaged in an accident during standing (engine(s) operating) near Hiram, Georgia (Caffery Heliport airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the starflex arm during engine run-up due to inadequate inspection by maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 2008 · about 2:04 pm local time
- Place
- Hiram, Georgia · Caffery Heliport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter France AS350 B2 · all AS350 B2s on the register
- Registration
- N417AE · registry record · serial 9032
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that after engine start, the helicopter shook violently as the throttle was advanced to flight rpm. He conducted an emergency shutdown, inspected the helicopter, and discovered that the tail rotor boom was buckled. Further inspection revealed that the main rotor starflex arm was broken. According to the director of maintenance, the starflex arm was overlooked during a conformity inspection. As a result, it was overflown by 586 hours. A review of a manufacturer service bulletin revealed that the service life on the starflex arm was 2,200 hours. At the time of the accident, the total time on the starflex arm was 2,786 hours. Due to the operator's record keeping process, the complex component life limit historical records were overlooked.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › (general) › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,922 hours in all; 11 in this make and model; 15 in the last 90 days; 15 in the last 30 days; 5,190 as pilot in command; 1,085 on instruments
- Last flight review: May 1, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,786 hours
- Last inspection: continuous airworthiness programme, April 1, 2008; 51 hours since
- Maximum gross weight: 4,961 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca Arriel 1D1 (turboshaft); 0 hours total
- Operator: Omniflight Helicopters INC
The flight
- Departed from: 00GE Hiram GA at 2:04 pm
- Destination: 34GA Austell GA
Weather at the time
- Light: daylight
- Wind: from 260° at 15 knots, gusting 19
- Visibility: 10 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 29.76 inHg
- Observation at 4:52 pm from KATL, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
Other NTSB records under N417AE the same tail number, which may have belonged to a different aircraft at the time
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.