Bell 47G-3B accident near Port Edwards, Wisconsin, July 11, 2008
On July 11, 2008 at about 8:45 pm local time, a Bell 47G-3B (helicopter), registered N73995, was substantially damaged in an accident during maneuvering (low-alt flying) near Port Edwards, Wisconsin. 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 pilot failed to maintain control of the helicopter when he inadvertently flared the helicopter and the rotor rpm decayed as a result of sustaining bee stings during an aerial application flight. Contributing to the accidnet included the bees and the low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2008 · about 8:45 pm local time
- Place
- Port Edwards, Wisconsin · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-3B · all 47G-3Bs on the register
- Registration
- N73995 · no longer on the register · serial 2786
- 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 commercial helicopter pilot reported that he was spraying a cranberry field. During a swath run, numerous bees entered the cockpit via the vent window. He was stung in the left arm twice, and as he tried to remove the bees, he inadvertently pitched the helicopter up. The helicopter climbed to about 35 feet above ground level and the rotor RPM decayed, and the airspeed went to about 30 MPH. The pilot attempted to return to level flight and added power, but he realized that the rotor RPM had decayed too much for a normal recovery. He reported that he "aggressively flared in an effort to reduce my groundspeed." During the flare, the tail boom struck the ground and then the main rotor struck the tail boom. The helicopter yawed right and impacted the terrain.
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 control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Effect on personnel
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 12,038 hours in all; 7,345 in this make and model; 24 in the last 90 days; 24 in the last 30 days
- Medical certificate: Class 2
The aircraft
- Maximum gross weight: 2,850 lb
- Landing gear: fixed
- Engine: Lycoming VO-435-AIF (piston); 0 hours total
The flight
- Departed from: Port Edwards WI at 8:42 pm
- 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.