Bell UH-1H accident near Benchmark, Montana, July 16, 2007
On July 16, 2007 at about 3:10 pm local time, a Bell UH-1H (helicopter), registered N667HP, was substantially damaged in an accident during initial climb near Benchmark, Montana. It was an external-load flight under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Dense smoke/haze which restricted the pilot's visibility and the pilot's failure to maintain aircraft control during the emergency descent resulting in impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2007 · about 3:10 pm local time
- Place
- Benchmark, Montana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1H · all UH-1Hs on the register
- Registration
- N667HP · no longer on the register · serial 65-09952
- Damage
- Substantial damage
- Flight
- External-load flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was to carry an external load in support of firefighting activity. The pilot departed from a nearby helibase with a visibility of 5 miles under moderate smoky conditions. While en route to another landing zone, the visibility deteriorated and the pilot reported difficulty seeing the landing zone. The pilot successfully landed at the landing zone without incident and set down a load of supplies. The ground crew then attached a load of firefighting equipment that was to be returned to the helibase. As the pilot transitioned to forward flight to depart from the landing zone, the visibility dropped, and he reportedly lost all visual reference. The helicopter settled into trees and impacted the ground, coming to rest on its right side. In the area of the landing zone at the time of the accident, the visibility was reported to be fluctuating between 1/4 to 1 mile due to smoke.
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
- Controlled flight into terrain or object (CFIT) during initial climb defining event
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 13,500 hours in all; 673 in this make and model; 98 in the last 90 days; 50 in the last 30 days; 10,966 as pilot in command; 70 on instruments
- Last flight review: February 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 8,959.1 hours
- Last inspection: approved inspection programme, July 1, 2007; 13.5 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Allied Signal T53-703 (turboshaft); 0 hours total
The flight
- Departed from: Benchmark MT
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 39°F (4°C)
- Altimeter: 30.25 inHg
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.