Eurocopter AS-350-BA accident near Westbury, New York, October 27, 1999
On October 27, 1999 at about 7:38 pm local time, a Eurocopter AS-350-BA (helicopter), registered N350SL, was substantially damaged in an accident near Westbury, New York. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the operator to ensure the pilot was adequately trained to conduct all inspections required by the flight manual, which resulted in the pilot's inadequate preflight and subsequent failure of the tail rotor pitch change rod. Factors were the inadequate preflight by the pilot, and the failure of the FAA to detect the deficiency in the pilot's training, and ensure that the operator used the most current checklist available.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 1999 · about 7:38 pm local time
- Place
- Westbury, New York · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS-350-BA · all AS-350-BAs on the register
- Registration
- N350SL · registry record · serial 2782
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, the pilot detected a severe vibration and initially elected to return to his departure airport, and then elected to perform a precautionary landing. When the pilot brought the helicopter to a hover, the helicopter rotated nose left. The pilot then landed, shut down the engine, and noticed the tail rotor gear box and vertical fin had separated from the helicopter. One of the tail rotor pitch link control rods was found to have failed. Metallurgical examination of the failed components, found evidence of fatigue on the failed tail rotor pitch link control rod. The manufacturer specified an after last flight of the day (ALF) inspection, as a detailed inspection of the helicopter that could be performed by pilots or maintenance personnel. The Director of Maintenance for the operator reported pilots were responsible for all daily checks. The pilot had not been trained to conduct this inspection, and the FAA check airman who conducted the pilot's initial FAR 135 checkride was not aware of the specifics of the ALF inspection. In addition, the checklist found in the helicopter had not been updated with the latest, more detailed ALF inspection.
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, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,500 hours in all; 50 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 3,300 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,085 hours
- Last inspection: annual inspection, September 13, 1999; 52 hours since
- Maximum gross weight: 4,630 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca ARRIEL 1 (turboshaft); 0 hours total
The flight
- Departed from: FRG Farmingdale NY at 8:31 pm
- Destination: 6N5 New York NY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft; not recorded
- Temperature: 57°F (14°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from FRG, 7 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.