Bell 47-D1 accident near Oxford, Mississippi, September 29, 1998
On September 29, 1998 at about 12:05 pm local time, a Bell 47-D1 (helicopter), registered N755E, was substantially damaged in an accident near Oxford, Mississippi (University-Oxford airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control due to vibration from the main rotor blade for undetermined reasons. A related finding was the improper repair of a crack in the laminant of the blue main rotor blade by other maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 1998 · about 12:05 pm local time
- Place
- Oxford, Mississippi · University-Oxford · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47-D1 · all 47-D1s on the register
- Registration
- N755E · registry record · serial 312
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
No discrepancies were found during the preflight. Shortly after takeoff, about 400-500 feet agl, the pilot felt a short duration minor vibration in the cyclic. The vibration increased in intensity but reduced when collective was lowered. He flew towards a clearing but with obstructions in the flight path, he intentionally collided with trees. Weeks earlier, the pilot noted a crack in the laminate on the top of the 'blue' main rotor blade which progressed thru to the bottom of the blade. Two mechanics inspected the blade; one determined that water was present, the other reported that the crack was only in the laminant. A mechanic repaired the crack by applying a two-part adhesive externally to cover the crack. According to the helicopter maintenance and overhaul instructions manual, there was no mention that epoxy type material can be applied to the surfaces of the fiberglass cloth that was damaged. Post accident examination of the flight controls revealed no evidence of preimpact failure or malfunction. Examination of the blue main rotor blade revealed a segment of blade missing but no determination could be made as to the reason for the separation.
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: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,848 hours in all; 375 in this make and model; 424 in the last 90 days; 112 in the last 30 days; 1,708 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,359 hours
- Last inspection: annual inspection, June 9, 1998; 278 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Franklin 6V-335-A (piston); 0 hours total
- Operator: Sky Tractor, INC.
The flight
- Departed from: UOX at 12:04 pm
- Destination: 0M6 Batesville MS
- Flight plan: none
- Runway 0
Weather at the time
- Light: dawn
- Wind: from 050° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 12:05 pm from UOX
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.