Aerospatiale AS-332L accident near Lakewood, New Jersey, July 5, 1996
On July 5, 1996 at about 8:30 pm local time, a Aerospatiale AS-332L (helicopter), registered N25AN, was substantially damaged in an accident near Lakewood, New Jersey (Lakewood airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a number two system module hydraulic oil leak, which was ignited by an undetermined source and resulted in a hydraulic fluid fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 1996 · about 8:30 pm local time
- Place
- Lakewood, New Jersey · Lakewood
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-332L
- Registration
- N25AN · no longer on the register · serial 2087
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After three flights, the helicopter was landed and the engines were shut down. When a passenger was boarded, the engines were restarted, and the pilot taxied the helicopter for takeoff. While waiting to takeoff, about 5 to 10 minutes after the engines were started, the pilot noticed a stiffness in the flight controls. This was followed immediately by illumination of electrical warning lights, loss of power from both alternators, and an odor of smoke in the cabin. Both engines were shut down, fire bottles were discharged, and the crew and passenger exited the helicopter. Examination of the fuselage revealed a fire had been centered around the right lateral hydraulic servo. The number two hydraulic lower cylinder distribution module of the right lateral servo had melted, and the high pressure lines were found 'free' of the module. The helicopter's alternators, located aft of the main transmission, contained internal cooling fans that drew air through the alternators. The alternators and their respective wiring bundles were extensively damaged by fire. The ignition source of the fire was not determined. The fire detection system (with visual and aural signals) did not activate prior to the electrical warning lights.
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
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,500 hours in all; 500 in this make and model; 125 in the last 90 days; 40 in the last 30 days; 10,000 as pilot in command; 600 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,459 hours
- Last inspection: 100-hour inspection, June 1, 1996; 28 hours since
- Maximum gross weight: 18,400 lb
- Seats: 12
- Landing gear: retractable
- Engine: Turbomeca MAKILA 1A (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: N12
- Destination: MMU Morristown NJ
- Flight plan: none
- Runway 24, 4,000 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.