Aerospatiale AS-350 accident near Lakeland, Florida, January 13, 1994
On January 13, 1994 at about 5:30 pm local time, a Aerospatiale AS-350 (helicopter), registered N902BA, was destroyed in an accident near Lakeland, Florida. It was an aerial observation flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO FOLLOW THE EMERGENCY PROCEDURE IN THE FLIGHT MANUAL FOR GOVERNOR MALFUNCTION. CONTRIBUTING TO THE ACCIDENT WAS INADEQUATE WRITTEN PROCEDURES IN THE FLIGHT MANUAL BY THE AIRCRAFT MANUFACTURER.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 1994 · about 5:30 pm local time
- Place
- Lakeland, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-350 · all AS-350s on the register
- Registration
- N902BA · registry record · serial 1414
- Damage
- Destroyed
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT-IN-COMMAND WAS MANEUVERING BETWEEN 500 TO 600 FEET AGL, AT 70 MPH, WHEN THE HELICOPTER EXPERIENCED A HIGH SIDE GOVERNOR FAILURE. HE RETARDED THE FUEL CONTROL LEVER (F.F.C.) AFT TO THE FLIGHT IDLE POSITION AND NOTED NO CHANGE. HE THEN MOVED THE THROTTLE TO THE OFF POSITION, TURNED THE FUEL CONTROL VALVE OFF, AND MADE A FORCED LANDING IN AN OPEN FIELD WHILE MANEUVERING IN THE DESCENT TO AVOID POWER LINES. THE HELICOPTER ROLLED OVER ON ITS LEFT SIDE DURING THE LANDING. EXAMINATION OF THE ENGINE BY THE FAA AND THE ENGINE MANUFACTURER CONFIRMED THE PILOT'S DIAGNOSIS OF A HIGH SIDE GOVERNOR FAILURE. THE EMERGENCY PROCEDURE IN THE FLIGHT MANUAL FOR A GOVERNOR FAILURE STATES, SLOWLY MOVE THE F.F.C. LEVER REARWARDS UNTIL ROTOR SPEED CORRESPONDS TO A POSITION OF THE INDICATOR POINTER IN THE CENTER OF THE GREEN AREA. THE MANUAL DOES NOT STATE THAT IN ORDER TO MODULATE THE FUEL FLOW, THE F.F.C. LEVER MUST GO BELOW THE FLIGHT IDLE POSITION.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,454 hours in all; 1,980 in this make and model; 64 in the last 90 days; 23 in the last 30 days; 2,250 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,343 hours
- Last inspection: 100-hour inspection, October 26, 1993; 81 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming LTS101-600-A2 (turboshaft); 0 hours total
- Operator: Bulldog Airlines INC.
The flight
- Departed from: NONE Orlando FL at 4:50 pm
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 6 statute miles
- Sky: overcast at 6,000 ft; scat at 900 ft
- Temperature: 68°F (20°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 5:52 pm from TPA, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA94LA050.