Airbus AS 350 BA FX1 accident near Wailuku, Hawaii, June 17, 2014
On June 17, 2014 at about 11:30 pm local time, a 1993 Airbus AS 350 BA FX1 (helicopter), registered N6094H, was substantially damaged in an accident during enroute (change of cruise level) near Wailuku, Hawaii. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the engine’s pneumatic fuel control line fitting, resulting in a loss of engine power. Contributing to the failure was the repeated loosening and re-torqueing of the fitting during required maintenance and inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2014 · about 11:30 pm local time
- Place
- Wailuku, Hawaii · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus AS 350 BA FX1 BA, built 1993
- Registration
- N6094H · no longer on the register · serial 2694
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot of the helicopter was conducting the third local tour flight of the day when, about 10 minutes after departure, the main rotor speed (rpm) started to decrease and the low rotor warning alarm sounded. The pilot lowered the collective pitch control to increase rotor rpm, and the helicopter started to descend. He then raised the collective pitch control, and the main rotor rpm started to decrease again. The pilot entered an autorotation, and the helicopter landed hard in tall grass, resulting in substantial damage to the fuselage and tailboom. A test run of the engine revealed that, when power was applied, the engine would not achieve a speed above about 78% Ng (engine gas generator speed). Fuel flow indications during the test run were between 125 and 140 pounds per hour (pph); the required value was 300 pph. A leak test of the pneumatic controls revealed that the fitting for the input line to the pneumatic pressure (Pc) filter housing was fractured. A second test run of the engine, following replacement of the Pc filter assembly, was successful. Thus, the fractured fitting rendered the control system incapable of modulating Pc pressure to the fuel control, which resulted in a loss of engine power. Further examination of the fitting revealed fracture features consistent with fatigue and overload. The Pc filter requires continuous recurring inspections. The filter housing is hard-mounted to the side of the engine plenum and connected to the system via hard pneumatic lines with torqued fittings. Each time that the filter is inspected, the filter housing fittings are subjected to mechanical loosening and re-torqueing. It is likely that the repeated loosening and re-torqueing of the fitting during required maintenance and inspection contributed to the fitting's failure. Following the accident, the manufacturer issued a service bulletin regarding the service and inspection of Pc filter fittings.
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
What happened, in order
- Loss of engine power (partial) during enroute (change of cruise level) defining event
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Pneumatic system › Pneumatic distribution system › Failure
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Physical environment › Terrain › Rough terrain › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 4,200 hours in all; 868 in this make and model; 205 in the last 90 days; 61 in the last 30 days; 4,000 as pilot in command
- Last flight review: December 1, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 15,269 hours
- Last inspection: 100-hour inspection, June 16, 2014; 3 hours since
- Maximum gross weight: 4,961 lb
- Seats: 7
- Landing gear: fixed
- Engine: Honeywell LTS 101-600A- (turboshaft); 8,918 hours total
- Operator: Sunshine Helicopters INC
The flight
- Departed from: OGG Kahului HI at 11:00 pm
- Destination: OGG Kahului HI
Weather at the time
- Light: daylight
- Wind: from 045° at 18 knots, gusting 31
- Visibility: 20 statute miles
- Sky: broken clouds at 3,500 ft; clear
- Temperature: 82°F (28°C), dew point 37°F (3°C)
- Altimeter: 30.02 inHg
- Observation at 7:54 pm from OGG, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 6 |
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 N6094H 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.