Bell 47G-3B-1 accident near Hammonton, New Jersey, July 10, 1995
On July 10, 1995 at about 12:00 pm local time, a Bell 47G-3B-1 (helicopter), registered N48316, was destroyed in an accident near Hammonton, New Jersey. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the collective yoke bearing, which resulted in an uncontrolled descent and collision with trees. A factor relating to the accident was: the manufacturer's inadequate inspection interval of the yoke bearing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 1995 · about 12:00 pm local time
- Place
- Hammonton, New Jersey
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-3B-1 · all 47G-3B-1s on the register
- Registration
- N48316 · registry record · serial 3628
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
At the end of an aerial application mission, the helicopter was refueled, and the pilot departed for home base. A few minutes after takeoff, the helicopter collided with trees. Examination of the engine and drive train revealed no preimpact failure; however, the collective pitch control yoke bearing had failed. The ball bearings and race in the yoke bearing were observed to be pitted, and the ball bearings were worn undersized. The last inspection of the yoke bearing occurred about 9 years and 839 flight hours before the accident, during the 1,200 hour inspection. The yoke bearing was not required to be inspected during the recent 600 hour inspection. The bearing was an on-condition item, and did not have a scheduled time change. The bearing could not be inspected, while installed on the helicopter.
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; rotorcraft: helicopter
- Flight time: 4,170 hours in all; 3,000 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,520 hours
- Last inspection: annual inspection, April 3, 1995; 57 hours since
- Maximum gross weight: 2,850 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming VO-435-A1F (piston); 0 hours total
- Operator: Atlantic Blueberry Company
The flight
- Departed from: NONE Hammanton NJ at 11:50 am
- Destination: NONE Mays Landing NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 6 knots
- Visibility: 3 statute miles
- Sky: broken clouds at 10,000 ft; scat at 4,000 ft
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 12:00 pm from MIV, 21 miles away
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.
Other NTSB records under N48316 the same tail number, which may have belonged to a different aircraft at the time
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.