Aerospatiale AS-350B accident near Philadelphia, Pennsylvania, July 28, 1997
On July 28, 1997 at about 10:30 am local time, a Aerospatiale AS-350B (helicopter), registered N61TV, was substantially damaged in an accident near Philadelphia, Pennsylvania (Penn'S Landing Heliport airport). It was an aerial observation flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to follow the checklist and verify the throttle was in the ON position before lift-off, which resulted in low rotor RPM and loss of control, while attempting to hover/taxi.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1997 · about 10:30 am local time
- Place
- Philadelphia, Pennsylvania · Penn'S Landing Heliport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-350B · all AS-350Bs on the register
- Registration
- N61TV · no longer on the register · serial 1228
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he lifted the helicopter off the dolly, and as he air taxied, it became uncontrollable. During the subsequent landing, the helicopter rolled over on its right side. Both the pilot and passenger reported hearing a warning horn and seeing a light on the instrument panel illuminated. Additionally, the passenger heard and felt a rumble and thought the helicopter rotated nose left once or twice prior to touchdown. A check of the hydraulic system failed to reveal any failure or malfunction. An uncommanded loss of hydraulic pressure could not be induced. A check of SDRs revealed no previous uncommanded loss of hydraulic pressure. The checklist called for the three position engine throttle to be brought to the ON position after engine start. In a flight test conducted by the manufacturer, a takeoff was initiated with the throttle not advanced all they way to the ON position. Once airborne, a warning light illuminated on the instrument panel, the low rotor warning horn sounded, and a low rumble was felt and heard. The helicopter remained controllable, although increased movements were required for all controls.
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: 3,000 hours in all; 510 in this make and model; 120 in the last 90 days; 2,268 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,819 hours
- Last inspection: 100-hour inspection, July 14, 1997; 30 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Turbomeca ARRIEL 1B (turboshaft); 0 hours total
The flight
- Departed from: P72 at 10:30 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 10:54 am from PHL, 6 miles away
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.