Bell 47-G5 accident near Soledad, California, May 23, 2006
On May 23, 2006 at about 2:20 pm local time, a Bell 47-G5 (helicopter), registered N4741R, was substantially damaged in an accident near Soledad, California. 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
fuel exhaustion due to the pilot's inaccurate fuel consumption calculations and failure to refuel the helicopter which resulted in a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 2006 · about 2:20 pm local time
- Place
- Soledad, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47-G5 · all 47-G5s on the register
- Registration
- N4741R · registry record · serial 7917
- 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 helicopter crashed in a field following a loss of engine power due to fuel exhaustion. The pilot performed a preflight and checked the fuel quantity prior to departure. The level in the tank was approximately 1 inch below the cap. The pilot left the operator's facility approximately 0525. From 0525 to 0715 he sprayed 14 loads on various fields, totaling approximately 99 minutes of flight. As the pilot was flying to his next job, the engine lost power, about 0720. At this point, the helicopter's fuel gauges read about 1/4 full and he assumed that he had 10-15 minutes of fuel remaining. When the engine lost power he lowered the collective and turned into the wind, then the helicopter impacted the ground. The pilot stated that the helicopter and engine had no mechanical failures or malfunctions during the flight. The operator said the helicopter has an engine that burns about 16 gallons of fuel per hour. It also has a capacity of 28 gallons of usable fuel, which equates to approximately 105 minutes of fuel. According to the pilot's statement he flew about 99 minutes. The operator said that with the fuel down about an inch when the pilot started, fuel exhaustion was inevitable. The pilot was instructed to refuel every hour or every 10 loads. Each load takes approximately 6 minutes.
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: 5,200 hours in all; 310 in this make and model; 200 in the last 90 days; 60 in the last 30 days; 5,200 as pilot in command
- Last flight review: October 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 23,407 hours
- Last inspection: 100-hour inspection, May 1, 2006; 25 hours since
- Maximum gross weight: 1,989 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming VO-135-B1A (piston); 0 hours total
The flight
- Departed from: Soledad CA at 12:20 pm
- Destination: Salmina Ranch CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 52°F (11°C)
- Altimeter: 30.13 inHg
- Observation at 1:53 pm from SNS, 20 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.