Bell 47G accident near Plymouth, Michigan, June 13, 2010
On June 13, 2010 at about 8:00 pm local time, a Bell 47G (helicopter), registered N47WK, was substantially damaged in an accident during enroute near Plymouth, Michigan (Canton-Plymouth-Mettetal Airpo airport). It was a personal flight under general aviation rules (Part 91). 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
The pilot's failure to use carburetor heat, which led to carburetor icing and a loss of engine power following takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2010 · about 8:00 pm local time
- Place
- Plymouth, Michigan · Canton-Plymouth-Mettetal Airpo · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G 2 · all 47Gs on the register
- Registration
- N47WK · registry record · serial 2254
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter experienced a total loss of engine power about 2 miles northeast of the departure airport. The pilot then performed an autorotation onto a grass area. The helicopter sustained substantial damage, including damage to the main rotor blades and left side of the fuselage. The pilot was uninjured. Examination of the helicopter revealed no anomalies that would have precluded normal operation. A carburetor temperature gauge had been installed in the helicopter. The pilot stated that he did not use carburetor heat during or after the takeoff from the departure airport. Weather conditions at the time winds 290 degrees at 9 knots, gusts to 17 knots, 10 statute miles, 2,900 feet overcast, temperature 23 degrees Celsius, dew point 17 degrees Celsius, and altimeter 30.00 inches. According to the Carburetor Icing Probability Chart, the conditions were conducive to serious icing at glide power.
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 enroute defining event
- Autorotation Off-field or emergency landing
- Autorotation Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Related operating info
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 286 hours in all; 149 in this make and model; 130 as pilot in command
- Last flight review: March 15, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,096 hours
- Last inspection: annual inspection, March 5, 2010
- Maximum gross weight: 2,450 lb
- Landing gear: fixed
- Engine: Lycoming VO-435-A1E (piston); 0 hours total
The flight
- Departed from: 1D2 Plymouth MI at 8:00 pm
- Destination: 1D2 Plymouth MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,100 ft; clear
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 29.98 inHg
- Observation at 7:53 pm from YIP, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
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.