Bell 47G-5 accident near Plymouth, Massachusetts, March 1, 1994
On March 1, 1994 at about 8:35 pm local time, a Bell 47G-5 (helicopter), registered N7043J, was substantially damaged in an accident near Plymouth, Massachusetts (Plymouth airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate clearance of the fuel truck from the aircraft, which resulted in the main rotor striking the fuel hose and truck during refueling operation. A factor was the pilot's failure to follow company policy pertaining to the refueling of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 1994 · about 8:35 pm local time
- Place
- Plymouth, Massachusetts · Plymouth
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-5 · all 47G-5s on the register
- Registration
- N7043J · no longer on the register · serial 25020
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT PILOT WAS RECEIVING INSTRUCTION IN THE BELL 47 HELICOPTER FROM A CERTIFIED FLIGHT INSTRUCTOR (CFI). AFTER A 1.5 HOUR DUAL INSTRUCTION FLIGHT, THE STUDENT AND THE CFI RETURNED TO THE DEPARTURE AIRPORT TO REFUEL, AND WERE PLANNING TO DEPART AGAIN FOR ANOTHER TRAINING FLIGHT. AFTER LANDING, THE HELICOPTER WAS LEFT IDLING WITH THE RSP AT THE CONTROLS WHILE THE CFI EXITED THE HELICOPTER TO RETRIEVE THE FUEL TRUCK. THE CFI RETURNED WITH THE FUEL TRUCK, RE-FUELED THE HELICOPTER AND WAS RETURNING THE FUEL HOSE TO THE TRUCK WHEN THE TURNING ROTOR BLADES STRUCK THE HOSE AND FUEL TRUCK. THE HOSE IN TURN STRUCK THE CFI. THE INVESTIGATION REVEALED THAT THE TRUCK HAD BEEN PARKED ABOUT 3.5 FEET FROM THE TURNING ROTOR BLADES, AND COMPANY POLICY MANDATED A MINIMUM OF A 10 FOOT CLEARANCE. RE-ENACTMENT OF THE HOSE STOWAGE TO THE SIDE OF THE FUEL TRUCK SHOWED A TENDENCY FOR THE HOSE TO DEFLECT UP INTO THE ROTOR TIP PATH PLANE.
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; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 8,000 hours in all; 80 in the last 90 days; 8,000 as pilot in command; 500 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,850 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming VO-435-B1A (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 7 knots
- Visibility: 7 statute miles
- Sky: scat at 3,000 ft
- Temperature: 36°F (2°C), dew point 9°F (-13°C)
- Altimeter: 30.00 inHg
- Observation at 8:55 pm from NZW, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.