Sunshine Helicopters, Inc.
Also recorded as: SUNSHINE HELICOPTERS INC, SUNSHINE HELICOPTERS, INC., Sunshine Helicopters, Sunshine Helicopters, Inc.
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
Operated by Sunshine Helicopters, Inc (per NTSB report)
The pilot's loss of helicopter control on approach to land due to entering a vortex ring state condition, which resulted in a hard landing.
Operated by Sunshine Helicopters (per NTSB report)
The pilot’s abrupt flight control inputs to correct for dynamic rollover, resulting in a hard landing.
Operated by SUNSHINE HELICOPTERS INC (per NTSB report)
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.
Operated by SUNSHINE HELICOPTERS INC (per NTSB report)
An uncommanded engine shutdown due to an improperly calibrated fuel control unit (FCU) and power turbine governor (PTG). Also causal was the operator’s inadequate maintenance practices and procedures that failed to properly assess and correct the FCU and PTG irregularities/deficiencies. Contributing to the accident was the Federal Aviation Administration inspector’s selection of an area for the simulated engine failure that offered limited choices for a full-touchdown autorotation.
The pilot's improper decision to takeoff downwind in a confined landing zone, which resulted in a failure to attain translational lift and a loss of control.
Failure of the manufacturer to ensure proper quality control of the ignition solenoid housing chamfer area, which allowed for insufficient clamping forces between the ignition solenoid housing and T-fitting, and the eventual separation of the T-fitting, loss of fuel, and loss of engine power.
The pilot's initial misjudgment of the wind speed and his decision to continue a downwind landing approach when his speed and altitude profile was inadequate, and his failure to maintain main rotor rpm, resulting in settling with power and a hard landing.
FAA enforcement actions
Sanction: $20,000 · case closed 2014-08-12
Sanction: $7,500 · case closed 2004-05-03
Maintenance disclosure history
Service Difficulty Reports are self-reported maintenance findings. The NUMBER of reports is not a measure of reliability — diligent operators file more, not fewer. These are shown for transparency, not as a negative signal. To verify a report, search its control number at the FAA SDRS site.
Reports span 2004–2007. Most-reported systems: Electrical power (24) — 2; Hydraulic power (29) — 1; Lights (33) — 1; Fuselage (53) — 1; Main rotor drive (63) — 1 (top 5 of 6 systems, covering 6 of 7 coded reports). Most-common natures of condition, as filed: OTHER — 2; ELECT. POWER LOSS-50 PC — 1; FLT CONT AFFECTED — 1; PARTIAL RPM/PWR LOSS; WARNING INDICATION — 1; SMOKE/FUMES/ODORS/SPARKS — 1 (top 5 of 6 conditions, covering 6 of 7 coded reports).
7 reports on file.
Part: WIRE HARNESS — CHAFED (GENERATOR)
ON A TOUR FLIGHT, THE PILOT LOST GENERATOR OUTPUT. TURNED AROUND AND MADE A SAFE LANDING AT THE AIRPORT. THE GENERATOR WIRES WERE RUBBING ON THE CARBON FIBER ENGINE COWLING AND SHORTED TO AIRFRAME GROUND. THIS IS A PROBLEM WITH THE STC SH3324NM CONVERSION KIT FOR ENGINE. THERE IS NO MEANS TO CLAMP OR SECURE THE WIRE HARNESS AWAY FROM THE COWLING. THE STC HOLDER SHOULD MODIFY THE STC WITH A METHOD OF CLAMPING THE WIRE HARNESS AWAY FROM THE COWLING. (K)
Part: WIRE HARNESS — CHAFED (GENERATOR)
ON A TOUR FLIGHT THE PILOT LOST GENERATOR OUTPUT. HE TURNED AROUND AND MADE A SAFE LANDING AT THE AIRPORT. THE GENERATOR WIRES WERE RUBBING ON THE CARBON FIBER ENGINE COWLING AND SHORTED TO AIRFRAME GROUND. THIS IS A PROBLEM WITH THE STC SH3324NM CONVERSION KIT TO ENGINE. THERE IS NO MEANS TO CLAMP OR SECURE THE WIRE HARNESS AWAY FROM THE COWLING. THE STC HOLDER SHOULD MODIFY THE STC WITH A METHOD OF CLAMPING THE WIRE HARNESS AWAY FROM THE COWLING.
Part: FUEL CONTROL — MALFUNCTIONED (ENGINE)
PILOT REPORTED ON TAKEOFF, HE INCREASED THE COLLECTIVE TO GET THE HELICOPTER LIGHT ON THE SKIDS PAUSING FOR A FEW SECONDS SO THE ROTOR RPM STABILIZED THEN CONTINUED THE TAKEOFF. JUST ABOUT 3 FT OFF THE GROUND, MOVING FORWARD INTO FLIGHT THE LOW RPM AUDIO SOUNDED AT THAT TIME THE HELICOPTER WAS OFF THE CONCRETE PAD OVER ROUGH TERRAIN GOING DOWN SLOPE WITH THE AUDIO STILL SOUNDING. THE PILOT QUICKLY CHECKED THE THROTTLE TO CONFIRM THAT IT WAS IN THE GATE, AUDIO STILL SOUNDING, ROTOR RPM BELOW 350. RETURNED TO HELIPAD. REPLACED FUEL CONTROL. AIRCRAFT RETURNED TO SERVICE WITH NO FURTHER DIFFICULTIES. (K)
Part: PUMP — FAILED (HYD SYSTEM) · airframe 7,182 hrs · 7,631 cycles
PILOT REPORTED LOSS OF HYDRAULICS SHORTLY AFTER TAKEOFF. INSPECTION FOUND THAT HYDRAULIC PUMP HAD FAILED INTERNALLY. PUMP WAS REMOVED AND REPLACED. AIRCRAFT WAS RETURNED TO SERVICE.
Part: HOSE — FAILED (OIL COOLER) · airframe 12,759 hrs · 16,639 cycles
PILOT MADE A PRECAUTIONARY LANDING DUE TO ILLUMINATION OF THE MGB PRESSURE LIGHT, INSPECTION REVEALED THE MGB OIL COOLER LINE HAD BURST AT THE JOINT BETWEEN THE HOSE AND THE METAL CRIMPEND END. THE HOSE WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: FRAME — CRACKED (TAILBOOM) · airframe 11,651 hrs · 12,247 cycles
INSPECTION OF AIRCRAFT REAR FRAME IAW ALERT SB 05.00.43 PARA. 2.B.1.A REVEALED JUNCTION FRAME TO BE CRACKED BEYOND LIMIT OF REPAIR OUTLINED IN THE MM. REMOVED UNSERVICABLE JUNCTION FRAME AND INSTALLED A SERVICABLE FRAME P/N 350A21-1247-0051 IAW MFG REPAIR SCHEME AND 8110-3.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N130WS | EUROCOPTER EC 130 B4 | 2003 | Valid Registration | Matched by certificate designatorOperator named in NTSB report |
| N131WS | EUROCOPTER EC 130 B4 | — | Valid Registration | Matched by certificate designator |
| N132WS | EUROCOPTER EC 130 B4 | 2002 | Valid Registration | Matched by certificate designator |
| N140WS | EUROCOPTER EC 130 B4 | 2003 | Valid Registration | Matched by certificate designator |
| N288WS | AEROSPATIALE AS350BA | 1988 | Valid Registration | Matched by certificate designator |
| N4075S | EUROCOPTER AS 350 BA | 1997 | Valid Registration | Matched by certificate designator |
| N6094H | EUROCOPTER AS 350 BA | 1993 | Valid Registration | Matched by certificate designatorOperator named in NTSB report |
| N6094S | AEROSPATIALE AS350BA | 1993 | 19 | Matched by certificate designator |
| N752CH | EUROCOPTER FRANCE AS350B2 | 1986 | Valid Registration | Operator named in NTSB report |
| N801MH | EUROCOPTER EC 130 B4 | 2002 | Valid Registration | Matched by certificate designator |
| N802MH | EUROCOPTER EC 130 B4 | 2003 | Valid Registration | Matched by certificate designator |
| N87EW | — | — | Operator named in NTSB report |
Aircraft with earlier records under this certificate
Maintenance and accident records on this page also cover aircraft that are not in this operator's current FAA fleet list. Charter and management fleets change — owners switch management companies, sell, or export aircraft. Where the registry shows what became of a tail, it is noted below.
- N752CH (EUROCOPTER FRANCE AS350B2) — records 2021 · registered to CSC DELAWARE TRUST CO TRUSTEE (owner ≠ operator)
- N87EW — records 2009 · no longer on the FAA registry
- N141MK — records 2007 · no longer on the FAA registry
- N9511 — records 2006 · now operated by Schuman Aviation Company, Ltd.
- N5206J — records 2005 · no longer on the FAA registry
- N3607P — records 2004–2005 · no longer on the FAA registry