Hiller UH-12E accident near Goshen, Oregon, April 22, 2002
On April 22, 2002 at about 6:30 pm local time, a Hiller UH-12E (helicopter), registered N3004T, was substantially damaged in an accident near Goshen, Oregon. It was an aerial observation 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 failure of company maintenance personnel to identify and replace/repair the degraded exhaust stack. Contributing factors were the mis-rigged carburetor heat control and the pilot's failure to maintain appropriate rotor RPM. Additional contributing factors were trees and water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 22, 2002 · about 6:30 pm local time
- Place
- Goshen, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hiller UH-12E · all UH-12Es on the register
- Registration
- N3004T · registry record · serial 5012
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight the engine experienced a total loss of power in the Hiller UH-12E rotorcraft. In an attempt to avoid a water landing he maneuvered over trees and then ran out of rotor RPM landing hard. Post crash examination revealed that the left hand exhaust stack tube inside the cylindrical stainless steel heat muffler was cracked and separated circumferentially in the vicinity of an old weld. The left side muffler was dedicated exclusively to providing engine heated air for carburetor heat application. The exhaust stack tube was observed to be thin and heat distorted and the circumferential split was noted to be in the vicinity of an old weld. The split in the tube allowed hot engine exhaust to duct directly to the carburetor via the carburetor heat plenum. Additionally, the carburetor heat valve within the plenum to the carburetor was found to be out of rig such that when carburetor heat was fully de-selected in the cockpit (FULL COLD), engine heated air was still partially flowing to the carburetor intake. A 100-hour inspection had been completed and signed off by company maintenance personnel 19.8 hours previous to the accident. Appendix D to Part 43 of the Federal Aviation Regulations requires each person performing an annual or 100-hours inspection to inspect (where applicable) components of the engine and nacelle group including exhaust stacks - for cracks, defects, and improper attachment.
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
- Ratings: rotorcraft: helicopter
- Flight time: 4,000 hours in all; 3,500 in this make and model; 4,000 as pilot in command
- Last flight review: June 18, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 4,114.8 hours
- Last inspection: 100-hour inspection, April 10, 2002; 19.8 hours since
- Maximum gross weight: 3,150 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-540-C2A (piston); 0 hours total
- Operator: Sundance Helicopters, Inc.
The flight
- Departed from: EUG Eugene OR at 10:00 am
- Destination: 77S Creswell OR
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,500 ft
- Temperature: 50°F (10°C), dew point 45°F (7°C)
- Altimeter: 30.27 inHg
- Observation at 7:27 pm from EUG, 10 miles away
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.
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.