Bell 47G2 accident near Detroit, Michigan, July 4, 1984
On July 4, 1984 at about 8:15 pm local time, a Bell 47G2 (helicopter), registered CFISH, was destroyed in an accident near Detroit, Michigan (Detroit City airport). It was a business flight under general aviation rules (Part 91). 3 people were seriously injured. 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
- July 4, 1984 · about 8:15 pm local time
- Place
- Detroit, Michigan · Detroit City · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G2 · all 47G2s on the register
- Registration
- CFISH · no longer on the register · serial 1522
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT LANDED IN THE DETROIT RIVER AFTER THE ENGINE SPUTTERED AND THE ACFT VIBRATED. THE PLT REDUCED PWR & COLLECTIVE AND PUSHED THE CYCLIC FORWARD. THE RPM REDUCED FROM 3000 TO 2500 BUT THE ROTOR AND ENGINE RPM REMAINED MARRIED. THE PLT ADJUSTED DESCENT WITH COLLECTIVE, FORWARD SPEED WITH CYCLIC AND PULLED ALL COLLECTIVE JUST PRIOR TO IMPACT. THE ACFT WAS AT ABOUT 150 FT AGL WHEN THE ENGINE SPUTTERED. ONE PASSENGER DESCRIBED A SPUTTERING NOISE BUT SAID THE ENGINE WAS RUNNING UNTIL IMPACT. ANOTHER PASSENGER DESCRIBED THE ENGINE NOISE AS A MUFFLED MISFIRING SOUND. THE PASSENGERS ALSOSAID THE PLT DID NOT MENTION THE PROBLEM TO THEM AND THE HELICOPTER SEEMED UNDER CONTROL UNTIL IMPACT. POST ACCIDENT EXAMINATION OF THE ENGINE AFTER RECOVERY FROM THE WATER SHOWED THAT THE SPARK PLUGS WERE WORN AND CONTAINED A HEAVY BUILD-UP OF CARBON AND LEAD. NEAR THE OPERATORS HANGER WERE 5 SEALED AND 1 UNSEALED FUEL DRUMS WITH STANDING WATER ON THE TOPS. NO OTHER EVIDENCE WAS FOUND TO INDICATE ANY MALFUNCTION OF THE ACFT.
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: rotorcraft: helicopter
- Flight time: 218 hours in all; 218 in this make and model; 122 in the last 90 days; 147 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 11,482 hours
- Last inspection: 100-hour inspection, May 17, 1984; 59 hours since
- Maximum gross weight: 2,450 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-435-A1E (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 12 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 4,000 ft; not recorded at 4,000 ft
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 9:00 pm from DET, 6 miles away
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.