Hiller UH-12E accident near Naruna, Virginia, September 16, 2008
On September 16, 2008 at about 10:43 pm local time, a Hiller UH-12E (helicopter), registered N3324F, was substantially damaged in an accident during maneuvering near Naruna, Virginia. 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
The fatigue failure of a main rotor blade drag strut.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2008 · about 10:43 pm local time
- Place
- Naruna, Virginia · 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
- N3324F · registry record · serial 1735
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
While in straight and level flight, the pilot indicated that the helicopter began a "violent horizontal circular shake or wobble," and the main rotor rpm and began to decrease. The pilot entered an autorotation, turned the helicopter to the left to avoid trees, and touched down. During the forced landing, the tail rotor contacted the ground, and after the engine had been shut down, one of the main rotor blades contacted the tailboom. Post accident examination revealed that a main rotor blade drag strut had failed at the inboard threaded portion of the strut. Further examination revealed that a vibro-peen marked serial number was visible on the failed drag strut and that the drag strut had failed due to fatigue cracking that emanated from the root portion of the threads. The helicopter's maintenance records listed the failed drag strut as being a part number that should have had a life limit of 2,500 hours, but failed at 2,236 hours. Contrary to the helicopter manufacturer’s drawings, there was no part number on the failed drag strut, which put into doubt the actual hours of operation on the part.
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
What happened, in order
- Flight control sys malf/fail during maneuvering defining event
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › Main rotor head system › Fatigue/wear/corrosion
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 756 hours in all; 249 in this make and model; 102 in the last 90 days; 70 in the last 30 days; 474 as pilot in command; 277 on instruments
- Last flight review: January 12, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,529 hours
- Last inspection: 100-hour inspection, August 28, 2008
- Maximum gross weight: 2,800 lb
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Summit Helicopters Inc.
The flight
- Departed from: Naruna VA at 10:40 pm
- Destination: Naruna VA
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 7,000 ft
- Temperature: 66°F (19°C), dew point 59°F (15°C)
- Altimeter: 30.14 inHg
- Observation at 10:54 pm from LYH, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N3324F 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.