Eurocopter Deutschland GMBH MBB BK-117 A4 incident near Bradenton, Florida, August 27, 2002
On August 27, 2002, a Eurocopter Deutschland GMBH MBB BK-117 A4 (helicopter), registered N528SF, suffered minor damage in an incident near Bradenton, Florida. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper maintenance/installation of the No. 2 engine power turbine (PT) wheel assembly by company maintenance personnel, which resulted in deflection at the engine case axial midpoint and misalignment between the inlet housing and the rear bearing support housing (RBSH) which resulted in damage to the engine and an in-flight fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2002
- Place
- Bradenton, Florida · map
- Type
- Incident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter Deutschland GMBH MBB BK-117 A4
- Registration
- N528SF · no longer on the register · serial 7104
- Damage
- Minor damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that while in cruise flight at an altitude of 1,000 feet, a speed of about 130 knots, and about 60 percent torque, without warning he heard a loud explosion from the right side of the helicopter, with simultaneous No. 2 engine fire and failure warning lights and indications, along with severe vibrations. He said that the helicopter yawed several times from left to right and he heard a "whopping" sound. He also said that at the same time the No. 1 engine torque meter needle moving rapidly from about the 9 to 3 or 4 o'clock positions on the gauge. The investigation revealed two of the power turbine blades and four rear bearing support housing (RBSH) failed in overload. The hub had been displaced from the engine centerline, and a deflection had occurred at the engine case axial midpoint, along with a misalignment of the inlet housing and the rear bearing support housing (RBSH). The resultant damage to the gas producer (GP) system, was consistent with an assembly error and mechanical failure having occurred by the loss of critical internal operating clearances and radial support for the rotors. Continued engine operation as the failure progressed led to compressor surge and the emergence of combustion gases from the No. 2 engine inlet, which ignited inlet cowling material. The No. 1 engine ingested smoke and combustion by-products from the engine cowling fire which caused a temporary stall condition.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,800 hours in all; 1,200 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 6,770 as pilot in command
- Last flight review: November 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 7,055 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming LTS-101-650 (turboshaft); 0 hours total
The flight
- Departed from: Naples FL at 11:10 pm
- Destination: St. Petersburg FL
Weather at the time
- Light: dusk
- Wind: from 220° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 29.90 inHg
- Observation at 4:35 am from SPG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| 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.