Sikorsky S-76A accident near Jackson, Kentucky, June 15, 1999
On June 15, 1999 at about 2:08 am local time, a Sikorsky S-76A (helicopter), registered N2743E, was destroyed in an accident near Jackson, Kentucky (Julian Carroll airport). It was a positioning flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the failure of the PIC to adequately supervise the SIC, and maintain a positive climb. Factors were the fog and dark night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 15, 1999 · about 2:08 am local time
- Place
- Jackson, Kentucky · Julian Carroll · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Sikorsky S-76A · all S-76As on the register
- Registration
- N2743E · no longer on the register · serial 760155
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The S-76A departed on a positioning flight with two pilots and two medical personnel onboard. Night instrument meteorological conditions prevailed with prevailing visibility less than 1/4 mile. The departure airport was 1,381 feet MSL. After becoming airborne, as it passed through 1,600 feet, the helicopter entered a descending left turn which terminated on the side of a hill, about 1,000 feet elevation. The CVR recorded the pilot calling out the descending turn to the co-pilot who was flying, but the co-pilot did not acknowledge the pilot's call. Additionally, the pilot did not take control of the helicopter from the co-pilot, and he did not acknowledge the co-pilot's comment about a possible gyro failure, or answer the co-pilots question about the pilot taking control of the helicopter. No evidence a pre-existing failure or malfunction was found with the helicopter. According to the company operations manual, the minimum visibility for an instrument departure was 1/4 mile. Both pilots had failed upgrades in the preceding year, but had passed their respective 6 month IFR checks with no problems noted.
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: 6,859 hours in all; 2,319 in this make and model; 110 in the last 90 days; 40 in the last 30 days; 5,373 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,721 hours
- Last inspection: continuous airworthiness programme, June 4, 1999; 24 hours since
- Maximum gross weight: 10,465 lb
- Seats: 4
- Landing gear: retractable
- Engine: Allison 250 C30S (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: JKL Jackson KY at 2:08 am
- Destination: 37KY Lexington KY
- Flight plan: IFR
- Runway 19, 4,400 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 0.2 statute miles
- Sky: overcast at 200 ft; not recorded
- Temperature: 64°F (18°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 1:56 am from JKL, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 |
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.