Hiller UH-12B accident near Whitesburg, Georgia, February 24, 2001
On February 24, 2001 at about 10:03 pm local time, a Hiller UH-12B (helicopter), registered N5307V, was substantially damaged in an accident near Whitesburg, Georgia. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper emergency procedure performed by the pilot due to his electing to perform a run-on landing resulting in excessive airspeed at touchdown and subsequent roll-over following ground contact with grass. A contributing factor was the inadequate 100-Hour inspection performed last to the helicopter resulting in the total loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 2001 · about 10:03 pm local time
- Place
- Whitesburg, Georgia · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12B · all UH-12Bs on the register
- Registration
- N5307V · no longer on the register · serial 659
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was to photograph the parent's house of the adult passenger; the flight was returning when the accident occurred. While descending for approach to a ball field about 250 to 300 feet above ground level (agl) at an indicated airspeed between 60-65 knots, the helicopter yawed. He corrected the yaw with anti-torque pedal and noted that the engine rpm and main rotor rpm needles were "split"; the main rotor rpm was in the green arc and the engine rpm was indicating zero. He rolled the throttle to the right towards the fuel-on position, then lowered full collective and maintained 40-45 knots while descending for an autorotative landing to the down sloping road. He cleared a bridge ahead and at approximately 15 feet agl, he applied aft cyclic to decelerate "somewhat", and pulled full collective. He touched down at an indicated airspeed between 20 and 30 knots on the road that curved to the left and later reported, "we didn't hit real easy." He lowered full collective after touchdown and while sliding, the right skid contacted grass on the side of the road causing the right skid to collapse. The helicopter then rolled onto its right side and slid approximately 4-5 feet before coming to rest. There was no postcrash fire or fuel leakage. Examination of the helicopter by an FAA Airworthiness Inspector revealed 8-9 gallons of fuel on board; the carburetor bowl was found approximately 1/2 full with a slight amount of contamination. The engine driven fuel pump would not produce 2 psi flow and would not produce any flow with a minor restriction. Additionally, the auxiliary fuel pump strainer was "so clogged and corroded it had to be removed with a metal hook and screw driver." The helicopter was inspected last in accordance with a 100-Hour inspection that was signed off on January 5, 2001; the helicopter had accumulated approximately 24 hours since the inspection at the time of the accident. Review of the helicopter flight manual pertaining to engine failure when flying above 325 feet agl revealed to maintain 50-60 mph glide speed and to pull cyclic stick steadily back at approximately 75 feet agl. Additionally, "when 10-15 feet above the landing surface, level the helicopter with forward cyclic stick and then apply collective pitch, as necessary, to cushion the landing impact." The flight manual also states, "To reduce the rate of descent and forward speed during an autorotation landing, the helicopter's flight path should be flared or leveled out, prior to ground contact." Excerpts from the flight manual is an attachment to this report.
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, commercial pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,100 hours in all; 24 in this make and model; 2,100 as pilot in command
- Last flight review: March 15, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,331 hours
- Last inspection: 100-hour inspection, January 5, 2001; 24 hours since
- Maximum gross weight: 2,500 lb
- Seats: 3
- Landing gear: fixed
- Engine: Franklin 6V335 (piston); 0 hours total
The flight
- Departed from: Whitesburg GA at 9:30 pm
- Flight plan: none
Weather at the time
- Wind: from 110° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,600 ft
- Temperature: 61°F (16°C), dew point 52°F (11°C)
- Altimeter: 30.22 inHg
- Observation at 9:53 pm from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N5307V 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.