Bell 47G-2 accident near Compton, California, July 7, 2002
On July 7, 2002 at about 6:45 pm local time, a Bell 47G-2 (helicopter), registered N2483B, was substantially damaged in an accident near Compton, California (Compton/Woodley Airport). It was a personal 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 failure and separation of a fan belt for the engine cooling system. A factor in the accident was the inadequate annual inspection 14 hours prior to the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2002 · about 6:45 pm local time
- Place
- Compton, California · Compton/Woodley Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-2 · all 47G-2s on the register
- Registration
- N2483B · no longer on the register · serial 1459
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter experienced a partial loss of engine power during cruise flight, and collided with power lines during a precautionary landing. The pilot felt a severe vibration and noted a drop in the helicopter's rotor rpm. As the vibrations continued, he manipulated the flight controls in an effort to maintain a controlled descent and began an autorotation. While searching for a suitable landing area, about 200 feet agl, he noticed that power lines were in the helicopter's path. He maneuvered the helicopter in a unsuccessful effort to avoid the power lines, and landed hard in a dirt field. A mechanic with inspection authorization (IA), who regularly worked on the helicopter, conducted an examination after the accident. He stated that a fan belt used in the integral system for cooling the engine had either broken or come loose. As a result, the belt wrapped around the pulley, which caused the transmission to drag. He noted that the engine ran fine after the accident, and the fuel system was free of particulates and contaminates. He said that he completed the annual inspection for the helicopter about 14 hours prior to the accident, at which time he believed that he examined the belts. He further stated the helicopter was stored outside, in a corrosive environment.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 300 hours in all; 140 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 263 as pilot in command
- Last flight review: May 31, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection, January 16, 2002; 14 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-435-AIF (piston); 0 hours total
The flight
- Departed from: CPM Compton CA at 6:00 pm
- Destination: CPM Compton CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots
- Visibility: 4 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.95 inHg
- Observation at 6:56 pm from LGB, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N2483B 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.