Aerospatiale AS-355 accident near New York, New York, December 31, 1997
On December 31, 1997 at about 9:25 pm local time, a Aerospatiale AS-355 (helicopter), registered N355DS, was substantially damaged in an accident near New York, New York (West 30Th Street Heliport airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's misjudgment of distance and speed on final approach with a tailwind, and his failure to perform a go-around in a timely manner. A factor in the accident was the strong tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 1997 · about 9:25 pm local time
- Place
- New York, New York · West 30Th Street Heliport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale AS-355 · all AS-355s on the register
- Registration
- N355DS · registry record · serial 5110
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter had completed a sightseeing tour and was returning to its departure point. The helicopter approached the heliport from the northwest with a tailwind and was cleared to land on the 'Transient' pad. The helicopter over flew the Transient pad and collided with the Control Room Building at the heliport. The pilot said the helicopter 'settled fast' as he applied collective pitch to arrest his descent. He said the helicopter was too close to the terminal building to attempt a go-around. The pilot added more collective pitch as he came over the landing surface but was unable to stop the helicopter prior to collision with the terminal building. He reported that there were no mechanical deficiencies with the helicopter. The winds reported at the time of the accident were from 290 degrees at 15 knots gusting to 25 knots.
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; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,500 hours in all; 120 in this make and model; 160 in the last 90 days; 50 in the last 30 days; 4,400 as pilot in command; 800 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,345 hours
- Last inspection: 100-hour inspection, December 23, 1997; 11 hours since
- Maximum gross weight: 5,291 lb
- Seats: 6
- Landing gear: fixed
- Engine: Allison A250-C20F (turboshaft); 0 hours total
The flight
- Departed from: JRA at 9:13 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 15 knots, gusting 25
- Visibility: 10 statute miles
- Sky: scat at 4,500 ft
- Temperature: 25°F (-4°C), dew point 3°F (-16°C)
- Altimeter: 30.00 inHg
- Observation at 9:51 pm from EWR, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 3 |
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.