Bell 47G-5A accident near Waconia, Minnesota, September 3, 1982
On September 3, 1982 at about 9:30 pm local time, a Bell 47G-5A (helicopter), registered N58077, was destroyed in an accident near Waconia, Minnesota. It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 1982 · about 9:30 pm local time
- Place
- Waconia, Minnesota
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-5A · all 47G-5As on the register
- Registration
- N58077 · no longer on the register · serial 25109
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
JUST PRIOR TO THE FLIGHT, THE HELICOPTER HAD BEEN RELEASED BY THE MAINTENANCE SECTION AFTER TROUBLESHOOTING A SQUAWK CONCERNING A "BINDING COLLECTIVE." THE STUDENT AND INSTRUCTOR (CFI) DEPARTED ON A LOCAL FLIGHT AND FLEW ABOUT AN HOUR PRACTICING PRECISION HOVERING AND RAPID DECELERATIONS. DURING THE RAPID DECELERATINS, THE AIRCREW FELT A BINDING CONDITION IN THE COLLECTIVE AND MADE A NOTE TO INFORM THE MAINTENANCE SECTION. AFTER THE LAST RAPID DECELERATION, A CLIMB WAS MADE TO 1500 FT MSL. WHILE ROLLING LEVEL FROM A TURN AT 45 TO 50 MPH, THE AIRCRAFT SHOOK VIOLENTLY, A LOUD "BANK" WAS HEARD AND THE HELICOPTER BEGAN A DESCENT AS IF THE COLLECTIVE HAD BEEN SLAMMED TO THE BOTTOM. WITH THE COLLECTIVE FULL UP, ENGINE AND ROTOR RPM OVER THE GREEN ARC, THE HELICOPTER DESCENDED AS IF IT WERE IN A FULL AUTOROTATION. CYCLIC AND ANTITORQUE PEDALS WERE USED TO AVOID POWER LINES, BUT THE MAIN ROTOR STRUCK A TREE AND THE HELICOPTER CRASHED AND BURNED. ONLY OVERLOAD FAILURE WAS FOUND IN THE COLLECTIVE COMPONENTS.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,592 hours in all; 94 in this make and model; 131 in the last 90 days; 2,297 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,756 hours
- Last inspection: inspection type not recorded; 2 hours since
- Maximum gross weight: 2,950 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-435-B1A (piston); 0 hours total
- Fire on the ground
- Operator: Flight Training Center INC.
The flight
- Departed from: Eden Prairie MN at 3:30 pm
- Destination: Eden Prairie MN
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 12 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 25,000 ft; not recorded
- Temperature: 163°F (73°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 4:55 pm from MSP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.