Bell UH-1E accident near Gustine, California, January 23, 2022
On January 23, 2022 at about 6:30 pm local time, a 1967 Bell UH-1E (helicopter), registered N333XL, was substantially damaged in an accident during maneuvering (low-alt flying) near Gustine, California (Los Banos airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
Failure of the 90° gearbox due to the lack of lubricating oil, which resulted in a loss of rotational drive to the tail rotor and a subsequent loss of control of the helicopter.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 2022 · about 6:30 pm local time · cases in 2022
- Place
- Gustine, California · Los Banos · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH-1E, built 1967 · all UH-1Es on the register
- Registration
- N333XL · registry record · serial 154951
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting aerial spray applications of a chemical to a field. He had checked the oil quantity of the 90° gearbox during the preflight check but did not recall the quantity of oil at the time. The pilot had operated the helicopter for about 45 minutes and, while making a turn, lost control of the helicopter. The helicopter descended and impacted terrain. Maintenance records revealed no anomalies. Postaccident examination of the 90° gearbox revealed severe damage to the internal components and no evidence of lubricating oil inside the housing. The pinion was severely deformed, which resulted in the loss of rotational drive to the tail rotor assembly and the subsequent loss of control. Examination of the oil level sight glass revealed that the inside was covered with a material that did not allow for sufficient viewing of the oil level. It is likely that, when the pilot looked at the oil level sight glass during his preflight check, he interpreted what he saw as an adequate amount of oil.
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
- Sys/Comp malf/fail (non-power) during maneuvering (low-alt flying) defining event
The NTSB's findings
- Aircraft › Aircraft propeller/rotor › Tail rotor drive system › Tail rotor gearbox › Malfunction
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; rotorcraft: helicopter
- Flight time: 27,000 hours in all; 900 in this make and model
- Last flight review: August 10, 2021
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,004 hours
- Last inspection: annual inspection, February 12, 2021
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming T53-L-11D (turboshaft); 2,970 hours total
- Operator: Marquis Aviation
The flight
- Departed from: LSN Los Banos CA at 4:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
- Observation at 10:53 am from KMCE, 24 miles away
Weather report (METAR): METAR KMCE 231853Z AUTO 00000KT 5SM HZ CLR 12/06 A3029 RMK AO2 SLP259 T01220061 $=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photo 1 – N333XL, at the accident site.
Photo 2 – View of the 90-degree gearbox, showing exposed internal gear.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on January 30, 2024. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Pilot's Statement | PDF, 1 page | View Download |
| 3 | Photos | PDF, 2 pages · our copy | View Download |
| 4 | Maintenance Records | PDF, 3 pages | View Download |
| 5 | Materials Laboratory Factual Report 23-049 | PDF, 10 pages | View Download |
| 6 | Airworthiness Directive 90-10-05 | PDF, 2 pages | View Download |
| 7 | Memo for Record Oil Level Sight Glass Exam | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N333XL on the register today · the tail number may have moved to another aircraft since
- Bell UH-1 Huey (Iroquois) 398 registered today · the model family and its accident history
- Bell 3,080 aircraft on the register
- Engine: Lycoming T53-L-11D 5 aircraft carry this series today · as the NTSB recorded it
- Los Banos Municipal · nearest airport
- Accidents and incidents in California 9,080 since 1982 · 1,097 in the last ten years
- California 27,897 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR22LA084.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.