Aerospatiale AS-355F accident near Washington, Pennsylvania, March 5, 1997
On March 5, 1997 at about 5:15 pm local time, a Aerospatiale AS-355F (helicopter), registered N101UC, was substantially damaged in an accident near Washington, Pennsylvania (Washington County airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The malfunction of a cyclic servo which resulted in a cyclic hard over at a hover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 1997 · about 5:15 pm local time
- Place
- Washington, Pennsylvania · Washington County
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-355F · all AS-355Fs on the register
- Registration
- N101UC · no longer on the register · serial 5186
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A mechanic changed one of the helicopter's lateral cyclic servos. The helicopter was test flown by the pilot with the mechanic onboard. After a successful test flight, the mechanic exited the helicopter and the pilot was to reposition the helicopter to the hospital helipad. When the pilot raised the collective, the helicopter lifted about 2 to 4 feet above the ground, and then began to roll left. The pilot attempted to correct for the left roll; however, the helicopter did not respond and the main rotor blades struck the ground. Examination of the helicopter revealed control continuity, and that the hydraulic servos were installed correctly. No preimpact failure of the airframe was observed. Examination of the servos revealed that two of the units tested to manufacturer's parameters. The master servo unit failed the bench test, had the appearance that it had been worked on, and did not meet manufacturer's specifications. The helicopter manufacturer stated that this would not induce a 'hard over.'
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,320 hours in all; 36 in this make and model; 50 in the last 90 days; 9 in the last 30 days; 2,448 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,995 hours
- Last inspection: approved inspection programme, February 10, 1997; 30 hours since
- Maximum gross weight: 5,391 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison C-20F-250 (turboshaft); 0 hours total
- Operator: Corporate Jets, INC.
The flight
- Departed from: AFJ
- Destination: NONE PA
- Flight plan: none
- Runway 9, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 3 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 7,000 ft; not recorded
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 5:30 pm from AFJ
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.
Other NTSB records under N101UC the same tail number, which may have belonged to a different aircraft at the time
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.