Bell 407 accident near St Cloud, Minnesota, October 15, 2007
On October 15, 2007 at about 11:30 pm local time, a Bell 407 (helicopter), registered N407LL, was substantially damaged in an accident near St Cloud, Minnesota (St Cloud Muni airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to execute a go-around when a normal approach to the intended landing point could not be maintained. An additional cause was the excessive descent rate that developed during the approach. Contributing factors were the tailwind condition and the tree line.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 15, 2007 · about 11:30 pm local time
- Place
- St Cloud, Minnesota · St Cloud Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407 · all 407s on the register
- Registration
- N407LL · no longer on the register · serial 53561
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he experienced a stuck microphone after takeoff and elected to return to the helipad for landing. He noted that reversing course for landing resulted in a right quartering tailwind on approach. The pilot reported that about 100 feet above ground level (agl), he noticed that the helicopter was not slowing down. His attempt to reduce the ground speed by "slipping" the aircraft was not successful. As the helicopter approached a line of trees, he turned toward an open area; however, the helicopter began to settle in the turn. He applied power in an attempt to reduce the descent rate and pitched up in order to position the helicopter for a hard landing. Although the descent rate began to decrease about 30 feet agl, the helicopter skids impacted the crest of a hill. The pilot added power and brought the helicopter to a hover, before landing near the heliport.
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: multi-engine land; single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,562 hours in all; 202 in this make and model; 60 in the last 90 days; 17 in the last 30 days; 1,491 as pilot in command
- Last flight review: October 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,333 hours
- Last inspection: approved inspection programme, October 1, 2007
- Maximum gross weight: 5,250 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls-Royce 250-C47B (turboshaft); 0 hours total
- Operator: Air Methods, Inc.
The flight
- Departed from: STC St Cloud MN at 11:24 pm
- Destination: PVT Buffalo MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 060° at 8 knots, gusting 18
- Visibility: 10 statute miles
- Sky: overcast at 2,300 ft
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Altimeter: 29.94 inHg
- Observation at 10:53 pm from STC
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.