Sikorsky S-76A accident near Washington, Pennsylvania, February 22, 1989
On February 22, 1989 at about 1:30 pm local time, a Sikorsky S-76A (helicopter), registered N767SA, was substantially damaged in an accident near Washington, Pennsylvania. It was an executive or corporate flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADVERTENT VFR FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) WHICH RESULTED IN HIS LOSS OF AIRCRAFT CONTROL. FACTORS RELATED TO THE ACCIDENT WAS: THE PILOT'S FLIGHT INTO KNOWN WEATHER, THE ADVERSE WEATHER, AND TREES AT THE ACCIDENT SIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 1989 · about 1:30 pm local time
- Place
- Washington, Pennsylvania · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Sikorsky S-76A · all S-76As on the register
- Registration
- N767SA · registry record · serial 760062
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE SIKORSKY S-76A WAS EN ROUTE BETWEEN TWO UNCONTROLLED HELIPORTS, OPERATING BELOW A CLOUD LAYER. THE SHIP INADVERTENTLY ENCOUNTERED REDUCED VISIBILITY AND THE PIC ATTEMPTED TO MANEUVER CLEAR OF THE AREA. SUBSEQUENTLY, THE HELICOPTER ROTATED TO THE RIGHT & SETTLING WITH POWER. THE PLT LOWERED THE COLLECTIVE AND TRIED TO FLY OUT, BUT THE SHIP CONTACTED TREES WITH THE MAIN ROTORS AND SETTLED TO THE GROUND ON THE LEFT SIDE, RECEIVING SUBSTANTIAL DAMAGE. THE PIC HAD DESCRIBED THE WEATHER TO THE SIC AS GOOD ENOUGH TO TAKE A LOOK, BUT NOT BAD ENOUGH TO CANCEL.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: balloon; rotorcraft: helicopter
- Flight time: 5,454 hours in all; 1,000 in this make and model; 66 in the last 90 days; 18 in the last 30 days; 3,363 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,853 hours
- Last inspection: inspection type not recorded, November 16, 1988; 18 hours since
- Maximum gross weight: 10,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Allison 250-C30S (turboshaft); 0 hours total
- Operator: E.I. Du Pont De Nemours & CO.
The flight
- Departed from: Upper St. Clair PA at 1:15 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 9 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 1:51 pm from AGC, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 1 | 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.