Bell 47G-2 accident near Charles City, Iowa, August 2, 2011
On August 2, 2011 at about 4:30 pm local time, a Bell 47G-2 (helicopter), registered N4771N, was substantially damaged in an accident during maneuvering near Charles City, Iowa. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to refuel the helicopter which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2011 · about 4:30 pm local time
- Place
- Charles City, Iowa · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-2 · all 47G-2s on the register
- Registration
- N4771N · no longer on the register · serial 2216
- 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 operator reported that prior to the accident flight the pilot was distracted during a refueling operation. The distraction involved ground personnel entering the helicopter cabin after landing to discuss the next spraying operation with the pilot. After the conversation, the pilot departed without refueling the helicopter. While completing an aerial application, the engine experienced a loss of engine power. The pilot initiated an autorotation, during which the helicopter impacted terrain. A postaccident examination of the helicopter revealed the tail boom was partially separated and the landing gear skids were bent. The operator reported that approximately 3.5 quarts of fuel were drained from the fuel tanks, and 2 gallons of fuel were considered unusable.
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 maneuvering defining event
- Autorotation Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Not serviced/maintained
- cause Personnel issues › Task performance › (general) › (general) › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instrument: helicopter
- Flight time: 4,100 hours in all; 3,000 in this make and model
- Last flight review: June 1, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,850 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-435 SERIES (piston); 0 hours total
- Operator: Scotts Helicopter Services Inc
The flight
- Departed from: Charles City IA at 4:00 pm
- Destination: Charles City IA
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.