Sikorsky CH-19E accident near Iva, South Carolina, June 20, 1984
On June 20, 1984 at about 11:00 am local time, a Sikorsky CH-19E (helicopter), registered N4721, was substantially damaged in an accident near Iva, South Carolina. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 1984 · about 11:00 am local time
- Place
- Iva, South Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Sikorsky CH-19E
- Registration
- N4721 · registry record · serial 129028
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER WAS BEING OPERATED FROM SLOPING TERRAIN. AFTER RETURNING FROM A SPRAY MISSION, THE PLT REMAINED INSIDE THE HELICOPTER WITH THE ENG & ROTOR AT GROUND IDLE WHILE THE GROUND CREW REFILLED THE SPRAY TANK. AFTER COMPLETING THE LOADING OPERATION, THE PLT BEGAN APPLYING POWER TO INCREASE THE ROTOR RPM FOR TAKEOFF. A SEVERE GROUND-RESONANCE TYPE OF VIBRATION DEVELOPED. THE PLT DISENGAGED THE ENG & APPLIED THE ROTOR BRAKE. WHEN THE ROTOR HAD STOPPED & THE ENG WAS SECURED, THE PLT EGRESSED & OBSERVED THAT THE AFT END OF THE TAIL BOOM WAS LAYING ON THE GROUND. NO PRE-ACCIDENT CRACKS OR FAILURES WERE FOUND IN THE TAIL BOOM. SOME COMPONENTS OF THE ROTOR SYS HAD CRACKS, BUT NONE HAD FAILED OR SEPARATED. THE MAIN ROTOR LEAD-LAG DAMPERS WERE REMOVED & CHECKED FOR TIME & ALL WERE WITHIN SPECIFICATIONS. PERSONNEL WHO RECOVERED THE HELICOPTER NOTED THAT THE LEFT FRONT LANDING GEAR STRUT WAS FLAT & THE LEFT REAR MAIN LANDING GEAR STRUT WAS LOW. THEY ESTIMATED THE TERRAIN WAS SLOPING 10 DEGS.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,793 hours in all; 79 in this make and model; 2,988 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,319 hours
- Last inspection: annual inspection, April 18, 1984; 79 hours since
- Maximum gross weight: 7,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Wright R-1300-3 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 4 knots
- Visibility: 5 statute miles
- Sky: scat at 6,000 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 10:55 am from AND, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.