Garlick UH-1H accident near Coeur D'Alene, Idaho, August 12, 1996
On August 12, 1996 at about 6:30 pm local time, a Garlick UH-1H (helicopter), registered N97NW, was substantially damaged in an accident near Coeur D'Alene, Idaho. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue fracture of the left forward vertical stabilizer spar, resulting in loss of the vertical stabilizer and tail rotor and subsequent loss of control. A factor was insufficient applicability (by make and model) of an existing FAA airworthiness directive (AD 71-21-02) which mandated repetitive crack inspections in the area of the fracture.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1996 · about 6:30 pm local time
- Place
- Coeur D'Alene, Idaho · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Garlick UH-1H
- Registration
- N97NW · registry record · serial 65-09823
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The aircraft, originally manufactured by Bell as a military helicopter, had received civil type certification under a different manufacturer. While conducting external load logging operations, the helicopter's vertical fin and tail rotor separated from the tail boom and the helicopter subsequently crashed. Postaccident investigation revealed that the left side of the forward vertical fin spar had a fatigue fracture originating at the first rivet hole above the intersection of the tail boom and the vertical fin. Between March and November 1996, two other similar helicopters (a Bell 205A-1 and a Garlick TH-1L) also crashed during external load operations after their vertical fins separated due to fatigue at the same location on the spar. An existing airworthiness directive (AD) on the Bell 205A-1, AD 71-21-02, contained procedures for checking the fracture area on these aircraft for cracks, but did not apply to any of the aircraft as the 205A-1 which crashed had modifications which exempted it from the AD, and the UH-1H and TH-1L were type-certificated as different make and model aircraft.
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: single-engine land; rotorcraft: helicopter
- Flight time: 4,930 hours in all; 1,730 in this make and model; 160 in the last 90 days; 69 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,763 hours
- Last inspection: approved inspection programme, August 1, 1996; 24 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L-13B (turboshaft); 0 hours total
The flight
- Departed from: 4Th Of Jul Pass ID at 1:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 3 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.