Bell 407 accident near Kerrville, Texas, September 21, 1996
On September 21, 1996 at about 7:25 pm local time, a Bell 407 (helicopter), registered N1114S, was substantially damaged in an accident near Kerrville, Texas. It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of power due to the pilot's failure to comply with established procedures. Factors were a short in the FADEC wiring harness due to a manufacturing defect, and 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
- September 21, 1996 · about 7:25 pm local time
- Place
- Kerrville, Texas · map
- Type
- Accident
- Injuries
- 2 people were seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407 · all 407s on the register
- Registration
- N1114S · no longer on the register · serial 53043
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the day prior to the accident, when the flight was 20 minutes from Kerrville after flying through a light rain, the RESTART FAULT light illuminated on the caution and warning light panel. The flight continued to Kerrville and landed without further incident. Maintenance was performed to correct the deficiencies. On the day of the accident, the helicopter's engine was started and ground run two times with all systems normal. A 10 minute test flight was performed and no discrepancies were noted. During the approach to Kerrville Airport, at 300 feet AGL, in a right turn, approximately 60 knots, the pilot noted the FADEC FAIL light and warning horn. During the autorotation, to avoid trees and houses, he extended the glide by increasing collective pitch. After clearing the obstacles, he leveled the helicopter and 'used all remaining collective for landing.' The helicopter 'landed hard and remained upright.' The pilot did not perform the emergency procedure for a FADEC FAIL warning light as prescribed by the Bell 407 Rotorcraft Flight Manual. An examination of the HMU harness revealed a manufacturing defect.
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: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,804 hours in all; 112 in this make and model; 99 in the last 90 days; 51 in the last 30 days; 3,492 as pilot in command; 330 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 22 hours
- Last inspection: annual inspection
- Maximum gross weight: 5,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250C47B (turboshaft); 0 hours total
The flight
- Departed from: ERV at 7:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 5 statute miles
- Sky: scat at 1,500 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.