Bell 47J-2 accident near Gatlinburg, Tennessee, November 1, 1990
On November 1, 1990 at about 7:00 pm local time, a Bell 47J-2 (helicopter), registered N49DA, was destroyed in an accident near Gatlinburg, Tennessee. It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE ACCIDENT WAS INADEQUATE MAINTENANCE OF THE HELICOPTER, ALLOWING A TAIL ROTOR DRIVE SHAFT BEARING TO EXCEED WEAR LIMITS. THIS RESULTED IN HIGH LOADS ON THE TAIL ROTOR DRIVE SHAFT, AND THE RESULTING FATIGUE FAILURE OF THE DRIVE SHAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 1990 · about 7:00 pm local time
- Place
- Gatlinburg, Tennessee · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47J-2 · all 47J-2s on the register
- Registration
- N49DA · registry record · serial 1825
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE TWO PASSENGERS REPORTED THAT THEY HEARD A 'POP' SOUND, FOLLOWED BY THE HELICOPTER STARTING A CLOCKWISE SPIN TO THE RIGHT. THE HELICOPTER DESCENDED INTO THE TREES ON THE SIDE OF A STEEP SLOPE. INVESTIGATION REVEALED THAT THE TAIL ROTOR DRIVE SHAFT FAILED IMMEDIATELY FORWARD OF THE TAILBOOM EXTENSION TUBE. THE DRIVE SHAFT FAILED FROM FATIGUE CRACKING, PROPAGATING AT A HIGH RATE, SUGGESTING HIGH LOADS. THE T/R DRIVE SHAFT FORWARD BEARING HOUSING OUTER DIAMETER DIMENSION AND THE INNER DIAMETER OF THE TAILBOOM EXTENSION TUBE WERE WORN BEYOND REPLACEMENT LIMITS AND SHOULD HAVE BEEN REPLACED ACCORDING TO THE BELL MAINTENANCE AND OVERHAUL MANUAL. THE PASSENGER THREE-PLACE BENCH SEAT HAD BEEN ALTERED SO THAT THE INDIVIDUAL SEAT BELTS HAD BEEN MODIFIED INTO ONE SINGLE LONG BELT. THE BELT COULD BE OPENED ONLY ON THE LEFT SIDE OF THE BELT; THE BUCKLE ON THE RIGHT SIDE OF THE BELT WAS TAPED CLOSED WITH SILVER DUCT TAPE.
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; rotorcraft: helicopter
- Flight time: 8,448 hours in all; 385 in the last 90 days; 120 in the last 30 days; 8,370 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 8,972 hours
- Last inspection: annual inspection, October 7, 1990; 85 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming VO-540-B1B3 (piston); 0 hours total
- Operator: Pigeon Forge Helicopters, INC.
The flight
- Departed from: NONE Pigeon Forge TN at 6:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from TYS, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.