Garlick UH-1H accident near Couer D'Alene, Idaho, June 18, 1998
On June 18, 1998 at about 3:20 pm local time, a Garlick UH-1H (helicopter), registered N869W, was substantially damaged in an accident near Couer D'Alene, Idaho. It was an other work-use flight under external-load helicopter rules (Part 133). 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
Fatigue failure of a reduction drive planetary gear. Factors include an unapproved part and plating process, and uneven terrain at the emergency landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 1998 · about 3:20 pm local time
- Place
- Couer D'Alene, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Garlick UH-1H
- Registration
- N869W · no longer on the register · serial 68-15530
- 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 pilot stated that he heard a loud metallic bang coming from the rear of the aircraft, followed immediately by a loss of power. He elected not to auto-rotate to a landing at the log-landing because of personnel in the vicinity, so he initiated an approach to a logging road adjacent to the log-landing. He landed with skids level, no power, and very low rotor rpm, but felt that he had the road made. After touching down, the helicopter rocked backward and rolled over on its left side. The engine was still running, and the pilot shut it down with the fuel valve. During the course of engine disassembly and inspection, output reduction gearbox damage was found to be consistent with a number one planet gearshaft separation caused by fatigue initiating at the outside diameter of the gear shaft within the shaft/gear web shoulder fillet radius. Laboratory analysis of the remnants of the number one planet gear noted that a cross section through the apparent fatigue origin did not exhibit evidence of material defects; however the fatigue initiation area was obscured as a result of secondary damage. The outer diameter of the planet gear shaft was found to have been plated with chromium or nickel and the case hardness of the carburized case on the planet gear was below that specified by the manufacturer. Investigation determined that none of the three planet gears in this engine were of OEM manufacture. Plating of the planet gear is not an authorized repair procedure, and no military repair procedure was identified authorizing this type of repair.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,440 hours in all; 6,000 in this make and model; 150 in the last 90 days; 58 in the last 30 days; 14,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,218 hours
- Last inspection: approved inspection programme, June 12, 1998; 21 hours since
- Maximum gross weight: 9,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L13BA (turboshaft); 0 hours total
The flight
- Departed from: Coeur D'Alene ID at 2:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 100 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
- Altimeter: 29.00 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.