Hiller UH-12A accident near Bethlehem, Georgia, February 24, 2007
On February 24, 2007 at about 8:08 pm local time, a Hiller UH-12A (helicopter), registered N8180H, was substantially damaged in an accident near Bethlehem, Georgia. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate rotor rpm, which resulted in an attempted autorotation and in-flight collision with trees. Contributing to the severity of the accident was the pilot exceeding the helicopters takeoff capability.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 2007 · about 8:08 pm local time
- Place
- Bethlehem, Georgia · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12A · all UH-12As on the register
- Registration
- N8180H · registry record · serial 180
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot attempted a downwind departure at or about maximum gross weight in a very tight landing zone with high obstacles, forcing the pilot to use rotor energy to gain altitude which would have slowed rotor RPM below safe operating limits. With a tailwind the engine had insufficient power for the helicopter to reach transitional lift. Once the pilot determined that he could not regain rotor speed, he would have selected an area in the woods to try and descend. Rotor RPM would have continued to decay and the pilot would have initiated an Auto-Rotation. The pilot closed the throttle as noted by the crushed throttle linkage. The tail-rotor descended into the trees as evidenced by impact marks to the leading edge of the tail-rotor blades. The engine was still developing power to the rotor system as observed in the twisting of the tail-rotor drive shaft aft of the tail-rotor universal joint. The helicopter descended through the trees vertically and nosed down when the main rotor blades exited the helicopter. The metal strip on the main rotor blades contacted the tail boom at the rear universal joint of the tail rotor drive shaft. The helicopter impacted the ground. The transmission and rotor system crushed the flight deck. Examination of the helicopter found no preimpact mechanical failure or malfunctions that would have prevented the helicopter from operating properly.
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: 2,037 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: fatal
The aircraft
- Maximum gross weight: 2,500 lb
- Seats: 3
- Landing gear: fixed
- Engine: Franklin 6VS-335 SER (piston); 0 hours total
The flight
- Departed from: PVT Bethlehem GA at 8:08 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 10 knots, gusting 16
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; clear
- Temperature: 59°F (15°C), dew point 32°F (0°C)
- Altimeter: 30.10 inHg
- Observation at 8:00 pm from WDR, 3 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.
Other NTSB records under N8180H 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.