Hiller UH12-C accident near Venice, Florida, July 16, 1999
On July 16, 1999 at about 12:10 pm local time, a Hiller UH12-C (helicopter), registered N5317V, was substantially damaged in an accident near Venice, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to fuel starvation as a result of the passenger inadvertently shutting off the fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 1999 · about 12:10 pm local time
- Place
- Venice, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH12-C · all UH12-Cs on the register
- Registration
- N5317V · registry record · serial 768
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the helicopter lost power while flying at 50 knots and 100 feet above the ocean during a flight to record video footage of the area. The pilot made an auto-rotation into the water. Both the pilot and passenger were immediately rescued by a nearby boat. Examination of the helicopter by the FAA found that the engine had sustained salt water contamination. Further examination established continuity throughout the engine and the drive train. Additionally, the magnetos sparked when rotated, there was oil/water in the crankcase, and there was fuel/water in the fuel tanks. The fuel shutoff valve control lock was inspected and it was found that it could be repositioned to allow movement of the control to the 'off' position by a slight downward pressure on the control knob. The fuel shutoff valve control knob was directly to the left of the passenger's left foot and approximately one inch off the floor. The exact position of the fuel shutoff valve prior to the accident was not determined. The passenger was wearing his seatbelt loosely to allow him to film directly out of the doorway.
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; multi-engine sea; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,276 hours in all; 188 in this make and model; 101 in the last 90 days; 60 in the last 30 days; 1,133 as pilot in command; 320 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,750 hours
- Last inspection: annual inspection, December 6, 1998; 42 hours since
- Maximum gross weight: 2,500 lb
- Seats: 3
- Landing gear: fixed
- Engine: Franklin O-335-50 (piston); 0 hours total
The flight
- Departed from: VNC FL at 11:50 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 070° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from SRQ, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N5317V 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.