Bell 407 accident near Deland, Florida, January 7, 2008
On January 7, 2008 at about 11:45 pm local time, a Bell 407 (helicopter), registered N801DS, was substantially damaged in an accident during enroute (cruise) near Deland, Florida. It was a positioning 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
A total loss of engine power due to the fatigue failure of a third stage turbine wheel blade.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 7, 2008 · about 11:45 pm local time
- Place
- Deland, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407 · all 407s on the register
- Registration
- N801DS · registry record · serial 53504
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was cruising at 120 knots and 700 feet above the ground. About 2 city blocks from the intended destination, the pilot heard a loud "bang," and the helicopter then yawed left about 30 degrees. The pilot initiated an autorotation to a nearby road that was under construction. While attempting to land, the pilot maneuvered the helicopter to avoid construction equipment, and during the landing the main rotor blades contacted the vertical stabilizer. After the helicopter came to rest, the pilot observed a fire in the engine compartment, which he extinguished using the on-board fire extinguisher. Post-accident examination of the engine revealed that one of the blades on the third stage turbine wheel had failed in fatigue, resulting in an over-speed and subsequent burst of the first stage turbine wheel. The root cause of the blade failure could not be determined.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during enroute (cruise)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (turbine/turboprop) › Turbine section › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 3,120 hours in all
- Last flight review: March 25, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,895 hours
- Maximum gross weight: 5,000 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls Royce 250-C47B (turboshaft); 0 hours total
- Operator: Volusia County Sheriff'S Department
The flight
- Departed from: DED Deland FL at 11:31 pm
- Destination: NONE Deland FL
Weather at the time
- Light: daylight
- Wind: from 070° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; a few clouds at 2,000 ft
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 30.30 inHg
- Observation at 11:53 pm from DAB, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.