Hiller UH-12E accident near Blue Rapids, Kansas, June 27, 1995
On June 27, 1995 at about 3:00 pm local time, a Hiller UH-12E (helicopter), registered N1349A, was substantially damaged in an accident near Blue Rapids, Kansas. 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 leaking drain in the main fuel sump. Factors to the accident were the incorrect fuel indication, the ravine, fuel exhaustion, and the low rotor RPM.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 1995 · about 3:00 pm local time
- Place
- Blue Rapids, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12E · all UH-12Es on the register
- Registration
- N1349A · registry record · serial 2035
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
IN HIS WRITTEN STATEMENT, THE PILOT REPORTED THAT HE VISUALLY CHECKED THE FUEL LEVEL DURING HIS MORNING PREFLIGHT. HE REPORTED THAT HE USES A STOP WATCH TO BACK UP THE FUEL QUANTITY GAUGE AND USUALLY HAS TWO HOURS AND TWENTY FIVE MINUTES OF USABLE FUEL. HE HAD FLOWN 2 HOURS AND 1.5 MINUTES PRIOR TO THE ACCIDENT AND ESTIMATED HE WOULD NORMALLY HAVE 10 OR 11 GALLONS OF USABLE FUEL. HE STATED THAT HE WAS IN A RAVINE WHEN THE ENGINE LOST POWER. HE 'USED SOME OF THE ROTOR RPM TO GET AWAY FROM THE RAVINE ON TO AN AREA WITHOUT ROCKS AND TREES.' HE FLARED AND LOWERED THE COLLECTIVE. DURING THE LANDING, A MAIN ROTOR BLADE IMPACTED THE TAIL BOOM. HE REPORTED THAT THE FUEL QUANTITY GAUGE INDICATED 40 POUNDS WHEN HE SHUT OFF THE MASTER SWITCH. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR REPORTED THAT THE DRAIN VALVE IN THE MAIN FUEL SUMP WAS LEAKING. THE FUEL QUANTITY INDICATOR DISPLAYED 'LOW, NOT EMPTY'. NO OTHER EVIDENCE OF PREIMPACT MECHANICAL MALFUNCTION WAS REPORTED.
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: multi-engine land; single-engine land; rotorcraft: helicopter
- Flight time: 4,400 hours in all; 3,620 in this make and model; 4,150 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: 100-hour inspection, October 1, 1994; 101 hours since
- Maximum gross weight: 3,100 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-540-2CA (piston); 0 hours total
The flight
- Departed from: ULS Ulysses KS at 12:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; not recorded
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 2:54 pm from MHK, 20 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 N1349A 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.