Eurocopter AS-350 BA incident near Philadelphia, Pennsylvania, July 17, 2006
On July 17, 2006 at about 4:00 pm local time, a Eurocopter AS-350 BA (helicopter), registered N606TV, was involved in an incident near Philadelphia, Pennsylvania. It was a positioning flight under general aviation rules (Part 91). 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 loss of hydraulic boost for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2006 · about 4:00 pm local time
- Place
- Philadelphia, Pennsylvania · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter AS-350 BA · all AS-350 BAs on the register
- Registration
- N606TV · no longer on the register · serial 1449
- Damage
- Not recorded
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to the destination airport, the helicopter's hydraulic system caution light momentarily illuminated and the associated aural warning sounded. The pilot elected to continue to the intended destination, and nearing the runway, the helicopter lost hydraulic boost. The pilot subsequently performed a run-on landing to a runway. Following the incident, a company mechanic removed the hydraulic pump and pulley, and found that the hydraulic pump drive shaft splines and the coupling sleeve exhibited "excessive wear." A new hydraulic pump was installed, the helicopter was test flown, and was then returned to service. About 3 weeks later, while flying the same helicopter, the pilot experienced a similar series of events, resulting in another run-on landing and no damage to the helicopter. Following that incident, the hydraulic system test switch was identified as faulty, and was subsequently replaced. After a check by a mechanic and another company pilot, the helicopter was test flown with no discrepancies noted and returned to service. Examination of the hydraulic pump drive shaft and coupling sleeve revealed that while the mating splines of both components were severely worn, there was enough spline material remaining to enable the coupling sleeve to drive the hydraulic pump. Examination and functional testing of the hydraulic switch removed from the helicopter revealed no anomalies.
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; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,200 hours in all; 1,000 in this make and model; 83 in the last 90 days; 52 in the last 30 days; 3,000 as pilot in command; 800 on instruments
- Last flight review: May 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,632 hours
- Last inspection: 100-hour inspection, July 1, 2006
- Maximum gross weight: 4,630 lb
- Seats: 4
- Landing gear: fixed
- Engine: Turbomeca Arriel 1B (turboshaft); 0 hours total
The flight
- Departed from: NONE Philadelphia PA at 3:55 pm
- Destination: PNE Philadelphia PA
- Flight plan: none
Weather at the time
- Wind: from 250° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 68°F (20°C)
- Altimeter: 29.98 inHg
- Observation at 11:54 am from PNE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.