Hiller UH-12E accident near Watsonville, California, March 27, 1992
On March 27, 1992 at about 1:35 pm local time, a Hiller UH-12E (helicopter), registered N149HA, was substantially damaged in an accident near Watsonville, California. 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
A FAILURE OF THE PILOT TO CONDUCT AN ADEQUATE PRE-FLIGHT INSPECTION OF THE AIRCRAFT TO ENSURE THAT THE FUEL SUPPLY WAS FREE OF CONTAMINATES. CONTRIBUTING TO THIS ACCIDENT WAS FUEL CONTAMINATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 27, 1992 · about 1:35 pm local time
- Place
- Watsonville, California · 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
- N149HA · no longer on the register · serial HA-3049
- 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 CERTIFICATED COMMERCIAL PILOT WAS CONDUCTING AERIAL SPRAY OPERATIONS IN A HELICOPTER. ABOUT 30 MINUTES AFTER DEPARTING A NEARBY AIRPORT, THE PILOT WAS TAKING OFF FROM A FIELD TO BEGIN APPLYING THE THIRD LOAD OF AN INSECTICIDE. ABOUT 100 YARDS FROM THE TAKEOFF POINT, THE HELICOPTER'S ENGINE SUDDENLY LOST POWER AND SOUNDED AS IF IT WAS MISFIRING. THE HELICOPTER BEGAN TO DESCEND AND THE PILOT FLARED THE HELICOPTER TO SLOW THE ITS FORWARD MOTION. THE TAIL ROTOR STRUCK THE GROUND AND THE HELICOPTER THEN SETTLED INTO THE FIELD, COLLAPSING THE LANDING GEAR SKIDS. THE WRECKAGE EXAMINATION AT THE ACCIDENT SITE REVEALED WATER IN THE MAIN FUEL SUMP. A POST ACCIDENT EXAMINATION OF THE ENGINE REVEALED CONTAMINATION IN THE FUEL SUMP AND LEFT CARBURETOR SCREEN.
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: 7,300 hours in all; 2,800 in this make and model; 75 in the last 90 days; 30 in the last 30 days; 7,200 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,814 hours
- Last inspection: 100-hour inspection, December 5, 1991; 70 hours since
- Maximum gross weight: 3,100 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-540-CSA (piston); 0 hours total
- Operator: Helicair AG INC.
The flight
- Departed from: SNS Salinas CA at 1:05 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: dawn
- Wind: from 270° at 4 knots
- Visibility: 5 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 55°F (13°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 1:50 pm from SNS, 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.
Other NTSB records under N149HA 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.