Helio H-295 accident near Gaffney, South Carolina, April 26, 1996
On April 26, 1996 at about 12:15 pm local time, a Helio H-295, registered N700HC, was destroyed in an accident near Gaffney, South Carolina (Hames Strip airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to remove the control lock during the preflight, and his failure to check the flight controls before taking off.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 1996 · about 12:15 pm local time
- Place
- Gaffney, South Carolina · Hames Strip · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Helio H-295 · all H-295s on the register
- Registration
- N700HC · registry record · serial 1474
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, the aircraft veered to the right and went off of the airstrip about 300 feet from the departure end, then it continued on a course parallel to the airstrip. The aircraft was reported to be in a tail-high, nose-low attitude, and the propeller was striking the ground. The aircraft was estimated to be traveling at about 89 knots at that time. Subsequently, the aircraft collided with a berm and became airborne, then it collided with trees and crashed into a ditch at the end of the airstrip. A postcrash fire erupted and further damaged the aircraft. Postcrash examination of the aircraft structure and engine did not show evidence of a precrash failure or malfunction; except during a check of the flight controls, the remains of a drywall screw were found in the control lock hole on the control column. This screw was locking the controls in an aircraft nose-down attitude. Members of the pilot's family and the mechanic, who maintained the aircraft, identified the drywall screw as the device used by the pilot to lock the controls on the ground.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,454 hours in all; 37 in this make and model; 46 in the last 90 days; 16 in the last 30 days; 3,200 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,421 hours
- Last inspection: annual inspection, January 22, 1996; 10 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming TIO-540-J2B (piston); 0 hours total
- Fire on the ground
The flight
- Destination: 47J Cheraw SC
- Flight plan: none
- Runway 19, 1,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,300 ft; not recorded
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 11:56 am from GSP, 30 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 N700HC 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.