Hiller UH-12E accident near Shelton, Nebraska, August 14, 1998
On August 14, 1998 at about 3:26 pm local time, a Hiller UH-12E (helicopter), registered N88782, was substantially damaged in an accident near Shelton, Nebraska. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot mismanaged the fuel which led to fuel starvation and subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 1998 · about 3:26 pm local time
- Place
- Shelton, Nebraska · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12E · all UH-12Es on the register
- Registration
- N88782 · registry record · serial 1734
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The aircraft experienced a total loss of engine power while maneuvering during agricultural spraying. The aircraft impacted terrain during a forced landing. Examination of the engine by a Federal Aviation Administration Inspector showed the engine to rotate and to have compression in all cylinders. Electrical continuity was established from the magnetos and through the harness. There was no fuel found in the fuel line connecting the fuel tank to the engine driven pump. The engine driven and electric fuel pumps rotated and were then disassembled but damage was found on the impeller of the fuel pumps. The carburetor bowls contained 1/3 fuel. Approximately three gallons of fuel was drained from the helicopter fuel tank with no external leakage visually present. The fuel tank port is located at the forward end of the fuel tank. The Hiller UH-12E Flight Manual states, 'Operating with fuel indicator in the yellow arc during sideward or rearward flight may result in loss of power'. The yellow arc indicates a fuel range from 0 to 2.9 gallons, 0 to 11 liters, 0-17 lbs. of fuel. The Hiller UH-12E Flight Manual Supplement states, 'Consideration should be given to hoisting loads off the ground vertically as pulling or dragging loads off in other than a vertical direction can cause the helicopter to exceed the certified normal flight body-angle and unusable fuel envelope'.
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, private
- Ratings: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,030 hours in all; 581 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 7,923 as pilot in command; 200 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,232 hours
- Last inspection: 100-hour inspection, August 11, 1998; 7 hours since
- Maximum gross weight: 2,800 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-540-C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 3:56 pm from GRI, 25 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.