Hiller FH-1100 accident near Fayette, Mississippi, October 10, 1998
On October 10, 1998 at about 3:20 pm local time, a Hiller FH-1100 (helicopter), registered N580RH, was substantially damaged in an accident near Fayette, Mississippi. 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 fuel filter contamination which resulted in the loss of engine power. The air leak in the fuel system was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 1998 · about 3:20 pm local time
- Place
- Fayette, Mississippi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller FH-1100
- Registration
- N580RH · no longer on the register · serial 213
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, while making a 180 degree turn, the boost pump fail light came on. Shortly afterwards the engine shut down at about 150 feet AGL. He selected a field for an emergency landing and entered an autorotation. During the touchdown phase of the autorotation, the helicopter collided with a log and rolled over. According to the pilot, there was insufficient RPM to stop the roll over. Examination of the engine concluded that the fuel supply system had an air leak between the fuel tank and the engine driven fuel pump. Also both the airframe and engine fuel filters were clogged with an unidentifiable brownish, jelly-like substance. A review of the maintenance log revealed that the last 100 hour inspection was 98 hours before the accident. There were no further indications of any other maintenance done on the fuel system.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 26,000 hours in all; 1,500 in this make and model; 200 in the last 90 days; 100 in the last 30 days; 26,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,800 hours
- Last inspection: 100-hour inspection, August 31, 1997; 98 hours since
- Maximum gross weight: 2,750 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C-18 (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from HEZ, 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.
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.