Bell 47G-3B-2 accident near Monmouth, Oregon, November 18, 2003
On November 18, 2003 at about 10:52 pm local time, a Bell 47G-3B-2 (helicopter), registered N7825S, was substantially damaged in an accident near Monmouth, Oregon. It was an aerial application (crop spraying) flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue failure of a tail rotor blade during hover operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 18, 2003 · about 10:52 pm local time
- Place
- Monmouth, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G-3B-2 · all 47G-3B-2s on the register
- Registration
- N7825S · no longer on the register · serial 6688
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting long-line operations (utilizing a 50 foot long-line) in support of a Christmas tree harvest when the accident occurred. The pilot reported he was hovering, into the wind, over the "drop off point" when he heard a loud noise emanating from the rear of the helicopter. He described that the helicopter "instantly" began to rotate around its vertical axis and shortly after jettisoning the load the helicopter impacted terrain. During the post accident examination of the wreckage it was noted that the tail rotor blades and tail rotor gearbox were separated from the helicopters tail assembly. The tail rotor gearbox and one of the tail rotor blades was later located in a ditch near the accident site. The second tail rotor blade was located underneath a conifer tree approximately 100 feet east of the wreckage. Examination of the fractured tail rotor revealed that the blade fractured as a result of fatigue. The fatigue crack had multiple origins on the inside surface of the skin near the outboard end of the butt block (approximately 7.6 inches from the inboard end and 1.38-1.6 inches from the leading edge). Several of the origins were in pitted areas measuring no deeper than .00033 inches. Logbook records indicated that the tail rotor blade had accumulated approximately 1,723 hours since new. The life limit for the tail rotor blade is 2,500 hours
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 12,855 hours in all; 11,361 in this make and model; 226 in the last 90 days; 93 in the last 30 days; 12,750 as pilot in command
- Last flight review: October 30, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 11,774 hours
- Last inspection: annual inspection, October 27, 2003; 97 hours since
- Maximum gross weight: 3,250 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison C-20-B (turboshaft); 0 hours total
The flight
- Departed from: Monmouth OR at 10:30 pm
- Destination: Monmouth OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots, gusting 10
- Sky: not recorded
- Temperature: 54°F (12°C), dew point 0°F (-18°C)
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.