Bell UH 1H accident near Bethel, Alaska, June 6, 2019
On June 6, 2019 at about 10:00 pm local time, a 1968 Bell UH 1H (helicopter), registered N4085L, was substantially damaged in an accident during maneuvering near Bethel, Alaska. It was an external-load flight under external-load helicopter rules (Part 133). 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 improper fuel planning, which resulted in fuel exhaustion and a total loss of engine power, and his improper landing flare during a forced autorotation, which resulted in a hard landing. Contributing to the accident were the inoperative fuel gauge, which was not accurately calibrated, and the pilot’s reliance on the gauge.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2019 · about 10:00 pm local time
- Place
- Bethel, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH 1H No Series, built 1968 · all UH 1Hs on the register
- Registration
- N4085L · no longer on the register · serial 68-15655
- Damage
- Substantial damage
- Flight
- External-load flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, before departure, he was told the helicopter was topped off with fuel for the multistop flight. He added that he did not verify the fuel quantity but that, when he departed for the last leg about 60 miles from the destination airport, the fuel gauge showed just below 600 lbs of fuel, and he decided to fly at 120 knots with a tailwind. He added that, about 3 miles from the destination airport, the engine lost power. He performed an autorotation, but the helicopter landed hard. The helicopter sustained substantial damage to the tailboom and transmission mounts. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. The pilot reported that, after landing, the fuel quantity gauge showed that there was about 225 lbs of fuel remaining and that the 20-minute fuel light, which did not illuminate during the flight, illuminated once on the ground. He estimated that the helicopter's fuel burn was about 75 to 80 gallons per hour (gph). The chief pilot, who was also the helicopter's owner, reported that he had refueled the helicopter on uneven terrain before the flight. He filled the tank to the bottom of the filler cap on the left side, which he estimated was about 10 to 15 gallons less than the total fuel capacity of the 210-gallon tank. He estimated that the helicopter burned about 90 gph. He added that there were no open mechanical squawks on the helicopter and that he was not aware of any mechanical issues. The Federal Aviation Administrator inspector who examined the helicopter at the accident site reported that the fuel quantity gauge had been serviced and calibrated earlier in the year but continued to indicate that fuel was onboard even after the helicopter ran out of fuel. The 20-minute low fuel light appeared to be functioning normally.
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
What happened, in order
- Fuel exhaustion during maneuvering
- Loss of engine power (total) during maneuvering defining event
- Autorotation Hard landing
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Aircraft › Aircraft systems › Fuel system › Fuel indication system › Incorrect service/maintenance
- factor Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Inadequate inspection
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 5,275 hours in all; 2,500 in this make and model; 78 in the last 90 days; 62 in the last 30 days; 4,795 as pilot in command
- Last flight review: May 12, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-13 (turboshaft); 0 hours total
- Operator: Yukon Helicopters Inc
The flight
- Departed from: None Bethel AK
- Destination: BET Bethel AK
Weather at the time
- Light: daylight
- Wind: from 310° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,600 ft
- Temperature: 52°F (11°C), dew point 43°F (6°C)
- Altimeter: 30.23 inHg
- Observation at 9:53 pm from PABE, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on August 9, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 2 pages | View Download |
| 3 | Record of Conversation - Chief Pilot/owner | PDF, 1 page | View Download |
| 4 | Record of Conversation - FAA Inspector | PDF, 1 page | View Download |
| 5 | Accident Photos | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N4085L 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.