Aerospatiale AS-350B accident near Tampa, Florida, May 20, 1995
On May 20, 1995, a Aerospatiale AS-350B (helicopter), registered N35AH, was substantially damaged in an accident near Tampa, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOT TO FOLLOW MANUFACTURERS PROCEDURES AFTER FAILURE OF THE HYDRAULIC SYSTEM RESULTING IN LOSS OF CONTROL OF THE HELICOPTER. CONTRIBUTING TO THE ACCIDENT WAS THE FAILURE OF MAINTENANCE PERSONNEL TO FOLLOW MANUFACTURERS PROCEDURES FOR MAINTENANCE OF THE HYDRAULIC SYSTEM.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 1995
- Place
- Tampa, Florida
- Type
- Accident
- Injuries
- 1 person was seriously injured; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-350B · all AS-350Bs on the register
- Registration
- N35AH · registry record · serial 2244
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED HE FELT A FEEDBACK IN THE CYCLIC CONTROL AND THE CONTROLS LOCKED AS HE MADE A SHALLOW LEFT TURN AT ABOUT 800 FEET. THE HELICOPTER ENTERED A DESCENDING LEFT TURN TOWARD AN ISLAND AND THE PILOT RECEIVED INTERMITTENT HYDRAULIC SYSTEM FAILURE INDICATIONS BUT DID NOT FOLLOW MANUFACTURER'S PROCEDURES FOR HYDRAULIC SYSTEM FAILURE WHICH CALL FOR REDUCTION OF AIRSPEED TO BETWEEN 40 AND 60 KNOTS AND TURNING OFF OF THE HYDRAULIC SYSTEM. HE WAS UNABLE TO REGAIN CONTROL OF THE HELICOPTER PRIOR TO TOUCHING DOWN HARD, TAIL FIRST ON THE ISLAND. THE HELICOPTER THEN SKIDDED INTO THE WATER AND CAME TO REST. POST CRASH EXAMINATION SHOWED THE HYDRAULIC MANIFOLD AND FILTER WERE CLOGGED WITH DEBRIS FROM THE CORROSION OF THE MANIFOLD AND FILTER CAP. MANUFACTURER'S PROCEDURES REQUIRE THE FILTER AND MANIFOLD TO BE EXAMINED AT EACH 500 HOUR INSPECTION. THE HELICOPTER HAD RECEIVED A 500 HOUR INSPECTION ABOUT 6 WEEKS AND 50 FLIGHT HOURS BEFORE THE ACCIDENT.
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: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,000 hours in all; 200 in this make and model; 125 in the last 90 days; 50 in the last 30 days; 6,000 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,782 hours
- Last inspection: annual inspection, March 28, 1995; 50 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca ARRIEL I B (turboshaft); 0 hours total
The flight
- Departed from: TPF
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 230° at 8 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 11:50 pm from TPA, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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 N35AH 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.