Bell 47G-2A-1 accident near Jordan, Minnesota, June 11, 2002
On June 11, 2002 at about 6:30 pm local time, a Bell 47G-2A-1 (helicopter), registered N8542D, was substantially damaged in an accident near Jordan, Minnesota. 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 loss of engine power due to improper maintenance by unknown maintenance personnel which led to a misalignment of the gearbox casing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2002 · about 6:30 pm local time
- Place
- Jordan, Minnesota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-2A-1 · all 47G-2A-1s on the register
- Registration
- N8542D · registry record · serial 3546
- 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 was substantially damaged during a forced landing to a swamp after a total loss of engine power. The purpose of the flight was to spray for mosquito control. Inspection of the engine revealed that the compressor coupling shaft to the spur adapter gear shaft had damaged splines on the turbine driven end of the coupling shaft. Examination of the turbine end of the exhaust collector revealed that the circumferential weld joining the mounting flange to the bifurcated duct was non-uniform, discontinuous, and displayed a heat tint on both sides. Closer examination revealed places where the duct material; adjacent to the weld was slightly buckled and displayed indications of being impacted. The exhaust collector was dimensionally checked on a co-ordinate measuring machine (CMM). The CMM indicated that the flatness of the attaching flange for the pilot diameter displayed localized variation. As the print specifies that the centerline of the collector is established from the turbine pilot diameter and its attaching flange surface, their discrepancies resulted in a run out error on the gearbox pilot diameter.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 2,678 hours in all; 2,575 in this make and model; 90 in the last 90 days; 30 in the last 30 days; 2,625 as pilot in command
- Last flight review: October 29, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,472 hours
- Last inspection: annual inspection, December 27, 2001; 98 hours since
- Maximum gross weight: 2,910 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rolls-Royce C-18B (turboshaft); 0 hours total
The flight
- Departed from: Jordan MN at 6:20 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 2 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.88 inHg
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.
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.