Bell UH-1H accident near Leadville, Colorado, September 10, 1996
On September 10, 1996 at about 2:50 pm local time, a Bell UH-1H (helicopter), registered N23Y, was substantially damaged in an accident near Leadville, Colorado (Lake County airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper inflight planning/decision in that he used an inadequate airspeed or an inadequate altitude, or both, for the intentional autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1996 · about 2:50 pm local time
- Place
- Leadville, Colorado · Lake County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1H · all UH-1Hs on the register
- Registration
- N23Y · no longer on the register · serial 4243
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter crew was conducting high altitude flight tests pursuant to obtaining two Supplemental Type Certificates. From an altitude of 200 feet, and at 8,000 pounds gross weight, the pilot initiated an intentional autorotation at 42 knots with a one second delay before lowering the collective control. The pilot said he was unable to arrest the descent rate as the helicopter approached the runway at 40 knots. The helicopter was destroyed when it impacted the runway. A video camera was used to record the flight tests. A review of the tape disclosed that on at least two previous autorotations, the tail boom stinger struck the ground first. According to an FAA helicopter operations inspector, this was indicative that the pilot was 'outside the low end of the height-velocity curve.' He said that 'either there was insufficient airspeed for the altitude used, or there was insufficient altitude for the airspeed used.'
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; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,032 hours in all; 1,473 in this make and model; 21 in the last 30 days; 5,021 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,403 hours
- Last inspection: continuous airworthiness programme, August 23, 1996; 36 hours since
- Maximum gross weight: 8,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L-703 (turboshaft); 0 hours total
- Operator: Idaho Helicopters, INC.
The flight
- Departed from: LXV at 1:30 pm
- Runway 16, 6,400 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 4 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 20,000 ft; not recorded
- Temperature: 48°F (9°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 pm from LXV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.