# NTSB DEN00LA069: Hawkins & Powers UH-1B, N50330, Helper, UT, April 1, 2000 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: April 1, 2000, 14:30 local (21:30 UTC) - Place: Helper, UT - Coordinates: 39.669685, -111.009384 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.6697&lon=-111.0094&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 2, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 48883 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN00LA069 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48883/pdf - Page: https://openairdocs.org/ntsb/DEN00LA069 ## Probable cause Total failure of the number 1 bearing due to lack of lubrication, the oil flow being restricted by a foreign object (epoxy hardener). Factors were trees and the unavailability of suitable terrain for a forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, maneuvering - engine assembly,bearing - failure,total (cause) - lubricating system - flow restricted (cause) - lubricating system,oil filter/screen - foreign object (cause) - Forced landing, descent - emergency - In flight collision with terrain/water, descent - emergency - object - tree(s) (contributing factor) - terrain condition - none suitable (contributing factor) ## Analysis As the helicopter approached logging personnel with a 150 foot long line, the pilot heard a 'Shhhh' sound and was advised smoke was coming from the engine. He turned and proceeded down the mountain. The engine then 'quit.' The helicopter collided with heavily wooded steep terrain. The number 1 and 2 bearings were submitted for metallurgical examination. The metallurgical report stated that 'the most likely cause of [the] engine malfunction was degradation of the Position #1 bearing due to insufficient lubrication.' All other damage appeared to be 'secondary.' The accessory carrier assembly was oil flow tested and found to be 'acceptable,' albeit 'near the lower end of requirements.' Debris in the bearing oil strainer was believed to be 'coked oil and epoxy hardener, both unusual for this area of the engine.' ## Factual narrative On April 1, 2000, approximately 1430 mountain standard time, a Bell UH-1B, N50330, registered to and operated by Precision Air, LLC, of Provo, Utah, was destroyed when it collided with terrain while maneuvering 15 miles northwest of Price, Utah. The airline transport certificated pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed. The helicopter was being operated under Title 14 CFR Part 133. The flight originated at a nearby staging area at an undetermined time. According to the pilot's accident report, he was logging with a 150 foot long line. As he approached ground personnel, he heard a "Shhhh" sound and was advised there was smoke coming from the engine. Seeing smoke on the left side of the helicopter, he turned and proceeded down the mountain. The engine then "quit." The terrain was wooded and steep, and he attempted to fly towards a clearing. He "pulled pitch" to clear trees. The rotor blades struck the trees and the helicopter fell into a snow bank. The wreckage was moved to a sawmill in Price, Utah, where, on April 19, the Lycoming T53-L-13 turboshaft engine was given a preliminary examination by FAA inspectors and representatives from Honeywell. A more detailed examination followed at Precision Air's hangar in Provo, Utah. The number 1 and 2 bearings and the number 1 sealing nut were submitted to Honeywell's metallurgical laboratory in Phoenix, Arizona, for examination. According to its report, "the most likely cause of [the] engine malfunction was degradation of the Position #1 bearing due to insufficient lubrication." All other damage appeared to be "secondary." The accessory carrier assembly was oil flow tested and found to be "acceptable," albeit "near the lower end of requirements." Debris in the bearing oil strainer was believed to be "coked oil and epoxy hardener, both unusual for this area of the engine." In a telephone interview, the pilot stated he had previously experienced a number 1 bearing failure in another, but similar, helicopter. The operator was asked to submit the engine maintenance records but has gone out of business, and all attempts to contact him have been to no avail. ## Aircraft - Registration: N50330 (not matched to a registry record) - Reported make and model: Hawkins & Powers UH-1B - Category: Helicopter - Serial number: 62-2078 - Engines: Lycoming T53-L-13 1250 horsepower turbo shaft - Damage: Destroyed - Flight: Business, Part 133 - Registered owner: Precision Air, LLC - Airworthiness certificate: Special, Restricted (Special) - Departed: NONE, HELPER, UT ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 12,104 total, 6,500 in this make and model, 11,180 as pilot in command, 158 in the last 90 days, 69 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 52 °F, dew point 19 °F - Altimeter: 30.00 inHg - Observed at: PVU, 65 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000401012179A](https://openairdocs.org/incident/20000401012179A), Apr 1, 2000: Bell UH1B, Price, UT, No damage. (-23) During final approach to a log pick-up site ground personnel advised the pilot of black smoke trailing out the back of the engine. Pilot stated that at… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.