Bell 47G2 accident near Ardmore, Oklahoma, August 17, 1999
On August 17, 1999 at about 1:00 am local time, a Bell 47G2 (helicopter), registered N1774, was substantially damaged in an accident near Ardmore, Oklahoma (Downtown Executive airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain rotor rpm which resulted in a hard landing. A factor was the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 1999 · about 1:00 am local time
- Place
- Ardmore, Oklahoma · Downtown Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G2 · all 47G2s on the register
- Registration
- N1774 · registry record · serial SA52
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor heard 'a banging noise accompanied with an increase of engine rpm and a decrease of rotor rpm' during takeoff from a high hover. The helicopter entered a left turn and the pilot rolled the throttle off to enter an autorotation. The helicopter landed hard with low rotor rpm. The main rotor blades contacted the tailboom, and the skid landing gear collapsed. Examination of the engine, main transmission, and free wheeling clutch revealed no discrepancies that would have prevented normal flight operations. Prior to commencing the planned dual cross country flight, the helicopter's fuel system had been filled. The density altitude was calculated at 3,040 feet. The operator stated that the accident could have been prevented by 'not hovering out of ground effect at maximum gross weight with a density altitude of 3,000 foot, and better RPM control.'
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: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 870 hours in all; 675 in this make and model; 200 in the last 90 days; 60 in the last 30 days; 800 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,030 hours
- Last inspection: 100-hour inspection, September 9, 1999; 10 hours since
- Maximum gross weight: 2,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming VO-435-A1D (piston); 0 hours total
The flight
- Departed from: 1F0 at 1:00 am
- Destination: OKC Oklahoma City OK
- Flight plan: IFR
- Runway 11, 5,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 130° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N1774 the same tail number, which may have belonged to a different aircraft at the time
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.