Hiller UH-12E accident near Farmville, Virginia, February 14, 1994
On February 14, 1994 at about 4:35 pm local time, a Hiller UH-12E (helicopter), registered N4495M, was substantially damaged in an accident near Farmville, Virginia. It was an aerial observation 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
the pilot's failure to refuel the helicopter with the correct fuel. Factors in the accident were the unclear information given by the passenger and airport line service personnel, the insufficient information regarding the labeling of the airport's fuel tanks, and the lack of suitable terrain to complete a forced landing without damaging the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 1994 · about 4:35 pm local time
- Place
- Farmville, Virginia · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12E · all UH-12Es on the register
- Registration
- N4495M · no longer on the register · serial HA3065
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that they landed at the airport to refuel and were going to do a quick turn around. The passenger of the helicopter went into the fueling facility and requested fuel. The type of fuel requested by the passenger was disputed. The pilot stated that he was handed an unmarked nozzle and he proceeded to refuel the helicopter. The pilot stated that he questioned the line service personnel about the different size nozzle and rapid fuel flow rate, and the line service person responded '...that is what is required.' The pilot reported that he did not take any fuel samples after he refueled the helicopter. At the time of the refueling, the fuel tank area at the airport was under construction. The 100 low lead fuel tanks were placarded, but the Jet A fuel tanks were new and the placards were not yet available for display. About four minutes after takeoff, the helicopter's engine lost power. The pilot made an emergency landing in wooded terrain. The pilot and passenger were not injured and the helicopter was substantially damaged. Fuel samples were taken from the helicopter's fuel tank and tested. The fuel tests revealed that the fuel was Jet A and not the required 100 low lead 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: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 3,927 hours in all; 1,654 in this make and model; 11 in the last 90 days; 9 in the last 30 days; 3,810 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,466 hours
- Last inspection: 100-hour inspection; 27 hours since
- Maximum gross weight: 2,970 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-540-C2A (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots, gusting 23
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 0°F (-18°C)
- Observation at 4:35 pm
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.
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.