Bell 47G-3B-1 accident near Holstein, Nebraska, July 16, 2000
On July 16, 2000 at about 2:00 pm local time, a Bell 47G-3B-1 (helicopter), registered N83701, was substantially damaged in an accident near Holstein, Nebraska. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the settling with power encountered by the pilot. A factor was the sudden windshift.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2000 · about 2:00 pm local time
- Place
- Holstein, Nebraska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-3B-1 · all 47G-3B-1s on the register
- Registration
- N83701 · no longer on the register · serial 3835
- 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 helicopter impacted the terrain while maneuvering during aerial application flight. In a written statement, the pilot said, "On the third pass at the top of my turn the wind came up strongly from the E-NE and what airspeed I had at the top of the turn dissipated and became a tailwind of approx[imately] 15-20 knots. I was diving back into the field now with a tailwind, out of translational lift and ended up with what I consider to be settling with power. At my current altitude of approx[imately] 50-60 feet I did not have sufficient room to reenter translational lift and contacted the ground." A postaccident examination of the aircraft failed to reveal any anomalies that could be associated with a preexisting condition. A weather reporting station located about 17 miles and 037 degrees magnetic from the accident site reported at 0753 cdt, wind variable at 03 knots. The same reporting station reported at 0853 cdt, wind variable at 03 knots gusting to 19 knots. At 0900 cdt, the reporting station reported thunderstorms in the vicinity
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; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 9,700 hours in all; 1,300 in this make and model; 30 in the last 90 days; 30 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 31, 2000; 10 hours since
- Landing gear: fixed
- Engine: Lycoming O-435-B1A (piston); 0 hours total
The flight
- Departed from: Campbell NE at 1:55 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 11,000 ft
- Temperature: 171°F (77°C), dew point 158°F (70°C)
- Altimeter: 29.00 inHg
- Observation at 3:00 pm from HSI, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N83701 the same tail number, which may have belonged to a different aircraft at the time
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.