Kaman HH-43F accident near Manteo, North Carolina, April 9, 1992
On April 9, 1992 at about 7:55 pm local time, a Kaman HH-43F (helicopter), registered N100PL, was substantially damaged in an accident near Manteo, North Carolina (Dare Range airport). It was an other work-use flight under external-load helicopter rules (Part 133). 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 PILOT'S IMPROPER USE OF THE FLIGHT CONTROLS, IN THAT HE INADVERTENTLY ACTIVATED THE TAIL ROTOR PEDALS. FACTORS IN THE ACCIDENT WERE THE CROSS WIND, AND THE SLOPE OF THE LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 9, 1992 · about 7:55 pm local time
- Place
- Manteo, North Carolina · Dare Range · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Kaman HH-43F
- Registration
- N100PL · no longer on the register · serial 59-1583
- 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 HELICOPTER WAS BEING USED IN FIRE FIGHTING OPERATIONS. A WATER BUCKET WAS ATTACHED TO THE EXTERNAL HOOK. A HOVER LANDING WAS BEING ATTEMPTED ON AN ALUMINUM MAT HELIPAD. THE PAD SLOPED DOWNHILL, INTO THE WIND. WIND GUSTS WERE HIGH. TO PRECLUDE DAMAGE TO THE HELICOPTER FROM THE WATER BUCKET, THE HELICOPTER HAD TO BE HOVERED AND LANDED BEHIND THE BUCKET, AFTER THE BUCKET HAD BEEN PLACED ON THE PAD. ALSO, THE HELICOPTER WOULD ROLL 18' TO ONE FOOT AFTER TOUCH DOWN. WHILE HOLDING THE WHEEL BRAKE PEDAL, SLIGHT ANTI-TORQUE CONTROL INPUT WAS MADE. COUPLED WITH THE CROSSWIND CONTROL INPUT, MAST BUMPS RESULTED. ON THE FIFTH LANDING ATTEMPT, ONE MAIN ROTOR BLADE CONTACTED ONE OF THE VERTICAL STABILIZERS, WHICH SEPARATED THE CONTROL TAB FROM THE BLADE. THE PILOT REDUCED ENGINE POWER & ALLOWED THE HELICOPTER TO SETTLE TO THE GROUND.
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, commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 10,185 hours in all; 600 in this make and model; 51 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection, January 2, 2000
- Maximum gross weight: 9,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T-53-E11D (turboshaft); 0 hours total
- Operator: Precision Lift, INC
The flight
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 14 knots, gusting 21
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 7:45 pm from MQI, 15 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.
Other NTSB records under N100PL 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.