Bell 47G-4A accident near Black Oak, Arkansas, July 15, 2005
On July 15, 2005 at about 6:45 pm local time, a Bell 47G-4A (helicopter), registered N4087L, was substantially damaged in an accident near Black Oak, Arkansas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 2005 · about 6:45 pm local time
- Place
- Black Oak, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-4A · all 47G-4As on the register
- Registration
- N4087L · no longer on the register · serial 7698
- 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 10,370-hour commercial pilot was spraying the south end of a cotton field on a easterly heading at approximately 10 feet above the ground, when he heard the "engine [make] a surge in power." The pilot then scanned his engine instruments to see if he was having a problem, and all instrument indications were normal. The pilot then increased collective pitch after the helicopter began to lose altitude; however, the helicopter could not gain altitude. The helicopter impacted the ground in a level attitude, bounced into the air and began turning to the left. The pilot added left cyclic and thought he had the helicopter under control, when the left spray boom hit the cotton plants and started pulling the helicopter into the cotton. The helicopter subsequently "snapped" to the right and "started to tumble." The helicopter impacted terrain and came to rest on its right side. The reason for the reported engine power surge could not be determined.
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: single-engine land; rotorcraft: helicopter
- Flight time: 10,370 hours in all; 2,068 in this make and model; 10,264 as pilot in command
- Last flight review: February 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,388 hours
- Last inspection: 100-hour inspection, July 1, 2005; 26 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Allison T-63 (turboshaft); 0 hours total
- Operator: Custom Air LLC
The flight
- Departed from: Manilla AR at 6:30 pm
- Destination: Black Oak AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft; a few clouds at 4,100 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.90 inHg
- Observation at 6:53 pm from KHKA, 23 miles away
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.