Bell UH-1B accident near La Belle, Florida, April 22, 1992
On April 22, 1992 at about 11:10 am local time, a Bell UH-1B (helicopter), registered N4028F, was substantially damaged in an accident near La Belle, Florida. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER PREFLIGHT BY THE PILOT-IN-COMMAND, IN HIS FAILURE TO IDENTIFY A CRACK IN A BRAZED AREA SURROUNDING AN ATTACH POINT ON THE AIR DIFFUSER. CONTRIBUTING TO THE ACCIDENT FOLLOWING THE LOSS OF ENGINE POWER WAS OBSTACLES THAT WERE AHEAD OF THE FLIGHT PATH.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 22, 1992 · about 11:10 am local time
- Place
- La Belle, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1B · all UH-1Bs on the register
- Registration
- N4028F · registry record · serial 62-1948HC
- 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 PLT STATED THAT THE FLT PATH OF THE HELICOPTER WAS PERPENDICULAR TO POWER LINES THAT WERE AHEAD. THE FLIGHT CONTINUED AND HE FURTHER STATED THAT HE HEARD A LOUD EXPLOSION & THE ENG QUIT. HE PULLED THE COLLECTIVE CONTROL & CLEARED THE POWER LINES THEN LOWERED IT, & PRIOR TO IMPACT WITH THE GROUND, PULLED THE COLLECTIVE CONTROL TO CUSHION THE IMPACT. THE HELICOPTER LANDED HARD, BOUNCED, TOUCHED DOWN, ROLLED OVER ON THE LT SIDE, THEN NOSED OVER & CAME TO REST INVERTED. A SMALL FIRE WAS EXTINGUISHED BY SEVERAL INDIVIDUALS WHO RESPONDED TO THE ACCIDENT SITE. THE ENG WAS REMOVED & SENT TO THE MANUFACTURER'S FACILITY FOR EXAMINATION. EXAM OF THE ENG REVEALED THAT A MOUNTING BOSS ON THE AIR DIFFUSER FAILED DUE TO FATIGUE. THE LINE ATTACHED TO THE BOSS WAS THE INTERSTAGE BLEED AIR LINE. ALSO, A POWER TURBINE BLADE FAILED DUE TO FATIGUE. REVIEW OF THE ENG LOGBOOKS REVEALED THAT THIS ENG WAS REMOVED FROM ANOTHER HELICOPTER & INSTALLED IN THIS HELICOPTER 6 DAYS PRIOR TO THE ACCIDENT. THE ENG HAD ACCUMULATED ABOUT 10 HRS SINCE THEN & 703 HRS SINCE MAJOR OVERHAUL. ACCORDING TO THE ENG DAILY INSPECTION CHECKLIST, THE AIR DIFFUSER EXTERNAL VANE BRAZEMENTS SHOULD BE CHECKED FOR CRACKS.
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, private
- Ratings: multi-engine land; single-engine land; rotorcraft: helicopter
- Flight time: 17,000 hours in all; 7,500 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 16,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,979 hours
- Last inspection: annual inspection, March 27, 1992; 31 hours since
- Maximum gross weight: 8,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming TH53-L110 (turboshaft); 0 hours total
- Fire on the ground
- Operator: Colony Services, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.