Bell TH-1L accident near Walterboro, South Carolina, July 12, 1988
On July 12, 1988 at about 11:30 am local time, a Bell TH-1L (helicopter), registered N465JR, was substantially damaged in an accident near Walterboro, South Carolina. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was seriously injured. 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
- July 12, 1988 · about 11:30 am local time
- Place
- Walterboro, South Carolina · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell TH-1L
- Registration
- N465JR · no longer on the register · serial 157828
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
THE MILITARY SURPLUS HELICOPTER EXPERIENCED A 42 DEGREE GEAR BOX FAILURE WHILE LIFTING A LOAD OF LOGS. THE HELICOPTER SUBSEQUENTLY LANDED HARD AS THE PLT WAS ATTEMPTING TO AUTOROTATE TO A LDG. METALLURGICAL EXAMINATION OF THE GEARBOX REVEALED THAT A GEAR TOOTH ON THE INPUT QUILL PINION HAD FAILED DUE TO FATIGUE. NO EVIDENCE OF PREEXISTING DAMAGE OR IMPROPER OVERHAUL PROCEDURES WAS FOUND. THE GEARBOX TSO WAS ABOUT 440 HRS. THE 42 DEG GEAR BOX MAY BE OVER- HAULED ON CONDITION. INVESTIGATION REVEALED THAT THE HELICOPTER HAD EXPERIENCED IN EXCESS OF 13,000 LIFT CYCLES IN 380 HRS SINCE IT WAS PLACED IN SERVICE IN A LOGGING OPERATION. THE HELICOPTER HAD BEEN FAA-CERTIFICATED IN THE RESTRICTED CATEGORY FOR EXTERNAL LOAD OPERATIONS; HOWEVER, BELL RPTS THAT THE ACFT WAS NOT DESIGNED FOR REPEATED HEAVY LIFTING. THERE HAVE BEEN AT LEAST 2 OTHER SIMILAR FAILURES INVOLVING SURPLUS UH-1/TH-1 HELICOPTERS USED IN LOGGING OPERATIONS. THE LANDING SITE WAS STREWN WITH CUT TIMBER AND SMALL TREES.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,334 hours in all; 3,900 in this make and model; 212 in the last 90 days; 82 in the last 30 days; 5,500 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,676 hours
- Last inspection: 100-hour inspection, May 14, 1988; 131 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L13BA (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.
Other NTSB records under N465JR 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.