Garlick TH-1L accident near Leavenworth, Washington, November 5, 1996
On November 5, 1996 at about 10:00 pm local time, a Garlick TH-1L (helicopter), registered N465JR, was destroyed in an accident near Leavenworth, Washington. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
Fatigue failure of the vertical stabilizer spar cap and subsequent loss of the rotorcraft's vertical stabilizer. Factors include inadequate inspection or trouble-shooting of the aircraft tail cone and vertical stabilizer at and after the time sheet-metal skins were stop-drilled and rivets were replaced, and repetitive cycles associated with helicopter logging operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 1996 · about 10:00 pm local time
- Place
- Leavenworth, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- conditions the NTSB did not record
- Aircraft
- Garlick TH-1L
- Registration
- N465JR · no longer on the register · serial 157828
- Damage
- Destroyed
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The pilot/operator, who had been utilizing the rotorcraft for heavy log lifting operations for the previous 18 months, was initiating a log lift cycle from a hover when the vertical stabilizer separated from the restricted category Garlick TH-1L. The rotorcraft subsequently descended out of control, impacting wooded, sloped terrain. Post-crash metallurgical examination discovered fatigue fractures emanating from a rivet hole within all five layers of the left side aluminum spar cap buildup for the vertical stabilizer. Additionally, fatigue cracking was observed within the tail boom skin near the vertical stabilizer and additional rivets were noted in both sides of the tail boom skin area. The tail boom skin crack was noted to have two separate stop holes drilled in its progression. Maintenance records showed no evidence of an inspection of the spar cap area or internal inspection of the tail cone or vertical fin at the time of installation of six blind rivets in the vertical fin, 18 months previous to the accident. No record was found recording the time of stop-drilling the skin crack progression. Examination of the riveted structure in the vicinity of the tailboom-to-vertical stabilizer junction revealed 30 blind rivets without paint on their exterior or interior ends on the left side of the vertical stabilizer, including seven that were directly adjacent to the separation point in the left cap of the stabilizer front spar. Four similar rivets were noted on the right side of the vertical stabilizer. Helicopter logging operations require repetitive high-stress/high-cycle operations.
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: 10,000 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,198 hours
- Last inspection: annual inspection, January 19, 1996; 311 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L-13BA (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: not recorded; scat at 9,000 ft
- Temperature: 48°F (9°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 10:15 pm from EAT, 29 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 N465JR 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.