Bell UH1B accident near Forks, Washington, March 8, 2019
On March 8, 2019 at about 3:05 pm local time, a 1965 Bell UH1B (helicopter), registered N64RA, was destroyed in an accident during maneuvering (hover) near Forks, Washington. It was an external-load flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to the failure of the gas generator sealing disk as a result of the operator’s exceedance of the sealing disk life limits at too low an altitude for the pilot to accomplish a successful autorotation which resulted in the collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 8, 2019 · about 3:05 pm local time
- Place
- Forks, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH1B, built 1965 · all UH1Bs on the register
- Registration
- N64RA · no longer on the register · serial 65-12854
- Damage
- Destroyed
- Flight
- External-load flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on his first external load flight of the day; shortly thereafter, employees heard a mayday call over the company radio. The helicopter was found inverted in the designated logging area, with the cargo line attached to the cargo hook and the grapple attached to a log. Examination of the airframe and cargo hook revealed no anomalies or mechanical failures that would have precluded normal operation. Examination of the engine revealed that the gas generator first stage sealing disk had fractured and separated into three major pieces. Multiple internal components of the engine were subsequently damaged as a result, including all four turbine rotors and nozzles. An examination of the first stage sealing disk revealed fracture features consistent with low cycle fatigue. The overhauled engine was installed into the accident helicopter about 8 months before the accident. The sealing disk was installed into the engine at the time of overhaul and had previously accrued 1,067.3 hours and 2,134.6 cycles. The operator had not kept an accurate documentation of engine cycles, and it was unknown who was responsible for documenting the engine cycles into the daily flight logs. A review of maintenance records and the helicopter's electronic cycle counter revealed that the sealing disk had exceeded the published life limit of 6,900 cycles. The last documented cycle value was 9,023.13. The cycle counter had recorded 12,023.19 cycles. Following the sealing disk separation, and subsequent internal damage, the engine lost all power, necessitating a forced landing via autorotation. Due to the low altitude and densely tree covered terrain, it is unlikely that the pilot had reaction time to release the load which became entangled in the trees as he was attempting autorotation.
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
- Loss of engine power (total) during maneuvering (hover) defining event
- Off-field or emergency landing during maneuvering (hover)
- Attempted remediation/recovery during maneuvering (hover)
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (hover)
The NTSB's findings
- cause Personnel issues › Task performance › Record › keeping › Aircraft/maintenance logs › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Failure
- Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Not serviced/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Attain/maintain not possible
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 6,610 hours in all; 729 in this make and model
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 15,834.3 hours
- Last inspection: 100-hour inspection, January 29, 2019; 96.3 hours since
- Maximum gross weight: 8,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Honeywell T-53-L13 (turboshaft); 1,068 hours total
The flight
- Departed from: Forks WA at 3:05 pm
- Destination: Forks WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,200 ft
- Temperature: 30°F (-1°C), dew point 27°F (-3°C)
- Altimeter: 29.26 inHg
- Observation at 6:53 am from KCLM, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on February 1, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Witness Statements | PDF, 7 pages | View Download |
| 2 | Airframe and Engine Report | PDF, 17 pages | View Download |
| 3 | Cargo Hook Acceptance Inspection | PDF, 8 pages | View Download |
| 4 | LE17761B Cycle Log | PDF, 4 pages | View Download |
| 5 | Emails | PDF, 3 pages | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 7 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 2 pages | View Download |
| 8 | Toxicological Report | PDF, 2 pages | View Download |
| 9 | Memo for Record Autopsy | PDF, 1 page | View Download |
| 10 | N64RA Photo Array | PDF, 13 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N64RA 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.