N3276T - 1941 BELL UH-1H - Complete Aircraft History & Registry Information

Quick Facts & Current Owner

Current Owner
BELL ASSET MANAGEMENT INC
Location
HIGLEY, Arizona
Registration Status
Active until 12-31-2021
Serial Number
69-15911
Last Seen on Market
Never Listed
Last Seen Airborne
No Recent Activity
Last FAA Action Date
December 2018
Owned Since
December 2012
Location of N3276T in HIGLEY, Arizona

About the BELL UH-1H

The Bell UH-1H, more commonly known as the 'Huey,' is one of the most iconic and significant helicopters in the history of aviation. Originally developed by Bell Helicopter for the United States Army, the UH-1H is a further development of the successful UH-1 Iroquois series. The 'H' model, which began production in 1967, featured an upgraded Lycoming T53-L-13 engine, capable of producing 1,400 horsepower, and a longer fuselage than its predecessors, allowing for greater passenger and cargo capacity. The primary motivation for developing this model was to improve upon the performance, capacity, and versatility of its predecessors to meet the extensive demands of military operations, especially during the Vietnam War. The UH-1H quickly became the workhorse of the Army, used extensively for troop transport, medical evacuation (MEDEVAC), cargo transport, and close air support missions. With its increased power and capacity, the UH-1H played a crucial role in numerous military campaigns, providing reliable and versatile service in a wide range of conditions. In addition to its military applications, the UH-1H found a significant niche in general aviation and civilian use. Law enforcement agencies, firefighting units, and emergency medical services have all utilized the UH-1H for its reliability and adaptability. Its ability to perform in diverse and challenging environments has made it a preferred choice for many civil operations. The benefits of the UH-1H include its renowned durability, ease of maintenance, and ability to operate in varied and difficult terrains. These attributes have contributed to its longevity and continued use even decades after its initial production. Overall, the Bell UH-1H Huey stands out as a pivotal model in the history of helicopter aviation, widely recognized for its substantial contributions to military and civilian aviation alike.



Flight History and Activity for N3276T

No flight activity has been observed for this aircraft since 2022.

This could indicate the aircraft is in storage, undergoing maintenance, or operating in areas without flight tracking coverage.

Maintenance and Safety Records

Safety Record Summary

  • 3 accident/incident report(s) on file

Accident and Incident Reports

April 24, 2020 - MESA, Arizona

Damage Level
Destroyed
Description
WHILE ENROUTE FROM BLYTHE, CA, N3276T (A UH1) WAS OVER MESA AZ APPROXIMATELY 7 MILES SOUTHWEST FROM FALCON FIELD (FFZ) WHEN IT EXPERIENCED A LOSS OF THE TAIL ROTOR. WITNESSES SAW THE AIRCRAFT PITCH NOSE DOWN AND THEN BEGIN TO SPIN. THE AIRCRAFT THEN BEGAN TO LOOSE ALTITUDE WHILE STRUGGLING TO MAINTAIN PITCH AND DIRECTIONAL CONTROL. THE AIRCRAFT EVENTUALLY CRASHED INTO SHERWOOD PARK APPROXIMATELY 3/4 OF A MILE FROM THE INITIAL EVENT. THE AIRCRAFT WAS BEING OPERATED UNDER PART 91 FLIGHT RULES AS A REPOSITION FLIGHT TO MESA, AZ BY SOUTHWEST ROTORS INC, A PART 133 AND 137 AIR OPERATOR. THE AIRCRAFT WAS BEING OPERATED BY THE CHIEF PILOT OF SOUTHWEST ROTORS AND A SAFETY PILOT. DURING THE CRASH, THE CHIEF PILOT WAS FATALLY INJURED WHILE THE SAFETY PILOT SUSTAINED SERIOUS INJURIES BUT SURVIVED.

July 15, 2008 - Rock Springs, Wyoming

Damage Level
Substantial
Description
During an external load operation involving lifting a drill for repositioning, the pilot heard multiple loud reports (compressor stalls) coming from the rear of the helicopter, followed by an adverse yaw. The pilot jettisoned the drill and pointed the helicopter down a hill to avoid nearby ground personnel. The helicopter landed hard on its skids and then rolled onto its left side. During the engine examination investigators noted no movement of the power turbine during the visual examination and metal pieces were found in the exhaust. The compressor turbine leading edge blades and inlet guide vane trailing edges were damaged. Further examination of the engine revealed that the No. 1 bearing and associated hardware showed evidence of over-temperature exposure, but the exact cause for the over-temperature could not be determined. Pieces of bearing cage were found lying loose at the bottom of the reduction gearbox cavity and the ball bearings were grouped to one side and smeared over. While the manufacturer indicated that a bearing cage failure may have initiated the failure of the bearing, the investigation was unable to conclusively determine the cause of the bearing failure.

April 24, 2020 - Mesa, Arizona

Damage Level
Substantial
Description
Witnesses reported they observed the helicopter flying low with white smoke emitting from the rear rotor area. Suddenly, the tail rotor separated from the helicopter and landed in a dirt lot below. The helicopter continued northeast as it started to spin and impacted the ground. Postaccident examination of the engine revealed no preimpact anomalies. The top of the vertical stabilizer, tail rotor assembly, tail rotor gearbox, input quill assembly, and mounting studs were examined. Progressive crack growth was noted on the mounting studs within the tail rotor gearbox housing. The fracture surfaces were relatively rough, consistent with low-cycle fatigue or cyclic overstress crack growth under relatively high cyclic stresses. Additionally, multiple layers of primer, paint, and sealant were observed on the input quill assembly, including paint on the flange clamping surface where it had mated to the vertical stabilizer. Paint was also observed on the vertical stabilizer support casting where it had mated to the input quill as well as the washers for the tail rotor gearbox attachment hardware. In 2012, the gearbox was removed from another helicopter, repaired, painted, and installed on the accident helicopter. There was no other information regarding the installation. In January 2019, the helicopter was painted and photographs that were taken during this process indicated that the tail boom, tail rotor gearbox, and tail rotor assembly remained installed during the painting process. In addition, the tail rotor assembly and tail rotor gearbox were masked. Therefore, the paint found on the contact mounting surfaces was likely applied during the gearbox installation in 2012; however, the maintenance logs did not provide detailed information of the painting process. In April 2019, the tail rotor gearbox was removed from the vertical stabilizer for a corrosion inspection; no defects were noted in the maintenance logs. A retorque and/or torque stabilization check was not completed after the gearbox was installed, nor was it required to be according to applicable technical manuals. The presence of paint on the contact surfaces between the tail rotor gearbox and vertical stabilizer can lead to excessive relaxation of clamping forces due to compressive creep deformation of the paint. Therefore, the improper application of paint on the contact surfaces, which would have been disturbed during the last tail rotor gearbox removal about 39 flight hours prior to the accident, was likely a factor in the eventual reduction in clamping force of the tail rotor gearbox installation onto the vertical stabilizer. However, improper torque of the retaining nuts would also affect the clamping force between the tail rotor gearbox and the vertical stabilizer, but it could not be determined if the retaining nuts were properly torqued during the tail rotor gearbox’s reinstallation after the corrosion inspection in April 2019. The reduction in clamping force on the installation led to the initiation of fatigue fractures on the attachment studs and subsequent separation of the tail rotor gearbox from the vertical stabilizer in flight. The separation of the tail rotor gearbox resulted in a loss of directional control of the helicopter. Had a retorque and/or torque stabilization check of the gearbox retaining nuts been required, it could have identified the reduction in clamping force of the tail rotor gearbox’s installation onto the vertical stabilizer prior to the accident. The detected levels of oxycodone and its psychoactive metabolite oxymorphone in the pilot’s specimen are most consistent with some degree of tolerance to the effects of oxycodone, indicating regular use. Although it is likely that the pilot was impaired to some degree by the effects of oxycodone at the time of the accident, pilot impairment is unlikely to have contributed to the accident circumstances given that the tail rotor assembly separated in flight.

Complete History Timeline

⚠️

Apr 2020

Accident/Incident

Accident with substantial damage




⚠️

Apr 2020

Accident/Incident

Accident with destroyed damage




📋

Dec 2018

Registration

Registered to BELL ASSET MANAGEMENT INC in HIGLEY, AZ




📋

Aug 2015

Registration

Registered to BELL ASSET MANAGEMENT INC in HIGLEY, AZ




📋

Dec 2012

Registration

Registered to BELL ASSET MANAGEMENT INC in HIGLEY, AZ




⚠️

Jul 2008

Accident/Incident

Accident with substantial damage




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Frequently Asked Questions

Who owns N3276T?

N3276T is currently registered to BELL ASSET MANAGEMENT INC in HIGLEY, Arizona.

What type of aircraft is N3276T?

N3276T is a 1941 BELL UH-1H with serial number 69-15911.

Has N3276T been in any accidents?

Yes, N3276T has 3 accident/incident report(s) on file with the FAA/NTSB.