Bell 47G2A accident near Pacific Ocean, PO, March 24, 1993
On March 24, 1993 at about 4:15 pm local time, a Bell 47G2A (helicopter), registered N8493E, suffered minor damage in an accident near Pacific Ocean, PO. It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PASSENGER'S FAILURE TO ADHERE TO THE PILOT'S INSTRUCTIONS. FACTORS WHICH CONTRIBUTED TO THE ACCIDENT WERE: THE LANGUAGE/COMMUNICATIONS DIFFICULTY BETWEEN THE PILOT & THE PASSENGER, AND THE BIRD STRIKE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 1993 · about 4:15 pm local time
- Place
- Pacific Ocean, PO
- Type
- Accident
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G2A · all 47G2As on the register
- Registration
- N8493E · no longer on the register · serial 2715
- Damage
- Minor damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER WAS ON A FISH SPOTTING MISSION WITH THE SHIP'S MASTER OF MV OCEAN KIM ON BOARD. DURING CRUISE THE PILOT HEARD A LOUD BANG AND FELT A VIBRATION IN THE RUDDER PEDALS; THEN ALL YAW CONTROL WAS LOST. THE PILOT THOUGHT THE TAIL ROTOR STRUCK A LARGE SEA BIRD AS MANY BIRDS WERE IN THE AREA. HE WAS ABLE TO MAINTAIN DIRECTIONAL CONTROL AT 60 KTS WITH THROTTLE & COLLECTIVE. HE DISCUSSED THE SITUATION WITH THE CAPTAIN, BRIEFLY DISCUSSING THE IDEA OF THE CAPTAIN JUMPING FROM THE HELICOPTER IF IT COULD BE SLOWED AT A LOW ENOUGH ALTITUDE, BUT ONLY IF OK'D BY THE PILOT. THE SHIP LOWERED SMALL BOATS, AND MANEUVERED TO CREATE A SMOOTH WATER SURFACE WHILE THE PILOT ORBITED AND SLOWED THE HELICOPTER TO GET A FEEL FOR HOW SLOW HE COULD GO AND STILL MAINTAIN DIRECTIONAL CONTROL. THE PILOT ESTIMATED THAT HE WAS ABOUT 75 FT ASL AT 45 KTS WHEN THE CAPTAIN DOVE OUT HEAD FIRST. THE PILOT SUBSEQUENTLY MADE A RUNNING LANDING ON THE WATER, AND WAS HOISTED UP ONTO THE DECK OF THE SHIP. THE CAPTAIN SUSTAINED FATAL INJURIES. THE T/R BLADES EXHIBITED IMPACT DAMAGE.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,100 hours in all; 900 in this make and model; 100 in the last 90 days; 4,100 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,861 hours
- Last inspection: annual inspection, January 2, 2000; 26 hours since
- Maximum gross weight: 2,850 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming VO-435-A1F (piston); 0 hours total
The flight
- Departed from: NONE at 3:45 pm
- Destination: NONE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 25 statute miles
- Sky: scat at 1,500 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.
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.