Hiller UH-12E accident near Hellam, Pennsylvania, May 14, 1996
On May 14, 1996 at about 1:45 pm local time, a Hiller UH-12E (helicopter), registered N90467, was substantially damaged in an accident near Hellam, Pennsylvania. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's loss of directional control during aerial application for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 14, 1996 · about 1:45 pm local time
- Place
- Hellam, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12E · all UH-12Es on the register
- Registration
- N90467 · no longer on the register · serial 2354
- 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 pilot reported that during the fourth aerial application pass he felt a high frequency, medium strength vibration in the tail rotor peddles. Subsequently, the helicopter lost directional and yawing control. During the emergency descent, the helicopter collided with oak trees approximately 30 to 80 feet tall. Postaccident examination revealed that the main rotor blade end caps separated from the two main rotor blades, and the outboard portions of the tail rotor blades had separated. Metallurigical examination of the main rotor blade end caps and the tail rotor blades revealed that both main rotor blade end caps exhibited damage at the leading edge. One main rotor blade end cap contained an impact mark at the leading edge and was compressed chordwise towards the trailing edge. The attachment screw holes on this main rotor blade end cap were pulled and torn. Wooden chips were entrapped in the folds of the deformed metal. All of the attachment screw holes for the other main rotor blade end cap were undamaged. Examination with the aid of a low power binocular microscope did not reveal any indication of paint transfer in the damaged areas of the tail rotor blades and main rotor caps.
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: airline transport pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,800 hours in all; 400 in this make and model; 15 in the last 90 days; 15 in the last 30 days; 4,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,028 hours
- Last inspection: 100-hour inspection, March 18, 1996; 20 hours since
- Maximum gross weight: 3,100 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: PA at 12:35 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 12:55 pm from LNS, 15 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.