Aerospatiale SA-360C accident near New York, New York, August 14, 1983
On August 14, 1983 at about 10:42 pm local time, a Aerospatiale SA-360C (helicopter), registered N8479U, was substantially damaged in an accident near New York, New York (East 34Th St. Heli. airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 4 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 1983 · about 10:42 pm local time
- Place
- New York, New York · East 34Th St. Heli. · map
- Type
- Accident
- Injuries
- 4 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale SA-360C
- Registration
- N8479U · no longer on the register · serial 1023
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON FINAL APCH TO A HELIPORT, THE HELICOPTER WAS AT APRX 70 KTS & 100 FT AGL WHEN THE PLT APPLIED POWER TO BEGIN DECELERATING. AS COLLECTIVE PITCH WAS APPLIED, HE HEARD A SERIES OF BANGING NOISES WHICH HE DESCRIBED AS SIMILAR TO COMPRESS STALLS. SIMULTANEOUSLY, HE NOTED A DECAY OF THE ENG POWER. THE PLT CHANGED HIS COURSE TO MINIMIZE THE DISTANCE TO THE LANDING AREA & RAISED THE NOSE TO FURTHER DECELERATE FOR A VERTICAL DESCENT. HOWEVER, DURING TOUCHDOWN, THE TAILWHEEL STRUT FAIRING HIT A BARRIER AT THE EDGE OF THE HELIPORT, SEPARATING THE VERTICAL STABILIZER & FENESTRON. THE SEPARATED COMPONENT TRAVELED UPWARD & STRUCK THE MAIN ROTOR BLADES. REPORTEDLY, THE LOW RPM WARNING HORN SOUNDED JUST BEFORE THE COMPRESSOR STALL. CORRECTIVE ACTION FOR A LOW RPM WARNING HORN IN THIS SITUATION SHOULD HAVE BEEN TO REDUCE THE POWER DEMAND BY LOWERING THE COLLECTIVE AND/OR REDUCING RIGHT PEDAL APPLICATION. AN ENG CHECK REVEALED IT WAS CAPABLE OF EXCEEDING THE MAX REQUIRED TORQUE, BUT IT HAD SLIGHT FOULING OF THE FUEL INJECTOR WHEEL & COMPRESSOR AIR FLOW
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: single-engine land; rotorcraft: helicopter
- Flight time: 4,450 hours in all; 315 in this make and model; 155 in the last 90 days; 4,250 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,777 hours
- Last inspection: approved inspection programme, July 21, 1983; 43 hours since
- Maximum gross weight: 6,615 lb
- Seats: 10
- Landing gear: fixed
- Engine: Turbomeca AST. XVIIIA (turboshaft); 0 hours total
The flight
- Departed from: LGA Flushing NY at 10:24 pm
- Runway 1, 304 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 20 statute miles
- Sky: scat at 4,000 ft
- Temperature: 72°F (22°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 10:52 pm from LGA, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.
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.