Bell UH-1H accident near Ukiah, California, August 7, 1996
On August 7, 1996 at about 4:00 pm local time, a Bell UH-1H (helicopter), registered N499DF, was substantially damaged in an accident near Ukiah, California (Ukiah Municipal airport). It was an instructional flight under general aviation rules (Part 91). 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 commercial/student pilot's improper/abrupt use of aft cyclic during the flare, and the instructor's inadequate supervision of the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 1996 · about 4:00 pm local time
- Place
- Ukiah, California · Ukiah Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1H · all UH-1Hs on the register
- Registration
- N499DF · registry record · serial 71-20022
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was being used on a training flight with a commercial rated (student) pilot and a flight instructor (CFI) aboard. During a straight-in autorotation, the student made a 'very gradual' flare and allowed the helicopter to descend to approximately 10 feet agl before she began rolling on the throttle. As she rolled on the throttle, she inadvertently made an abrupt aft cyclic control movement. The tail rotor and stinger then struck the ground before the CFI could regain control. The CFI stabilized the helicopter in about a 3 to 4 foot hover and noticed a vibration. As he was setting the helicopter down, the vibration became worse. During shutdown the tail rotor and tailrotor gearbox separated from the tailboom. The commercial (student) pilot's current qualification card had been issued with the provision that she receive additional training and take a reevaluation check ride. After the accident, the pilot spent 2 weeks with the Army National Guard, where she received additional training in the UH-1H helicopter. A conversation between the CDF safety officer and the National Guard instructor pilot indicated that the student continued to have difficulty with aircraft control.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,470 hours in all; 50 in the last 90 days; 40 in the last 30 days; 6,502 as pilot in command; 635 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,742 hours
- Last inspection: approved inspection programme, July 11, 1996; 52 hours since
- Maximum gross weight: 10,200 lb
- Seats: 11
- Landing gear: fixed
- Engine: Lycoming T53-L-703 (turboshaft); 0 hours total
The flight
- Departed from: Willits CA at 2:45 pm
- Destination: UKI CA
- Runway 15, 4,415 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 4:00 pm from UKI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.