Helio HE391B accident near Saluda, South Carolina, February 26, 1994
On February 26, 1994 at about 7:35 pm local time, a Helio HE391B, registered N9050R, was substantially damaged in an accident near Saluda, South Carolina (Berry airport). It was a ferry flight under general aviation rules (Part 91). 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 AND MECHANIC'S FAILURE TO ADEQUATELY INSPECT THE AIRCRAFT FUEL SYSTEM WHICH RESULTED IN FUEL STARVATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 26, 1994 · about 7:35 pm local time
- Place
- Saluda, South Carolina · Berry · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Helio HE391B
- Registration
- N9050R · registry record · serial 055
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BEFORE THE DEPARTURE, THE OWNER COMPLETED EXTENSIVE MAINTENANCE ON THE AIRPLANE WHICH INCLUDED THE INSTALLATION OF REMANUFACTURED FUEL TANKS. SINCE THE AIRPLANE HAD NOT BEEN FLOWN FOR SEVERAL YEARS, THE PILOT REQUESTED AND WAS ISSUED A SPECIAL FLIGHT PERMIT FOR THIS FLIGHT. DURING THE FLIGHT, THE PILOT NOTICED THAT FUEL WAS FEEDING FASTER FROM ONE TANK. APPROXIMATELY TWO HOURS INTO THE VISUAL FLIGHT, THE PILOT EXPERIENCED A REDUCTION IN ENGINE POWER, FOLLOWED BY A COMPLETE LOSS OF ENGINE POWER. EXAMINATION OF THE AIRPLANE AT THE ACCIDENT SITE DISCLOSED THAT FUEL LEAKED FROM AROUND THE LEFT FUEL CAP; THE EXAMINATION ALSO REVEALED A WORN FUEL CAP LOCKING LUG, AND TWO DETERIORATED FUEL CAP SEALS. ACCORDING TO TWO OPERATORS OF THE HELIO AIRCRAFT, WHEN THE FUEL CAPS LEAK IN-FLIGHT, FUEL WILL NOT GRAVITY FEED TO THE HOPPER TANK AND SUBSEQUENTLY THE ENGINE WILL BE STARVED OF FUEL.
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: private
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 415 hours in all; 3 in this make and model; 7 in the last 90 days; 7 in the last 30 days; 328 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,700 hours
- Last inspection: annual inspection, February 25, 1994; 5 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming GO-435-C2B2-6 (piston); 0 hours total
The flight
- Departed from: CRE N.Myrtle Beach SC at 5:45 pm
- Destination: NONE Abbevile SC
- Flight plan: VFR
- Runway 17, 1,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 15 statute miles
- Sky: scat at 25,000 ft
- Temperature: 61°F (16°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from CAE, 40 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.