Bell 47G3B2A accident near Stanwood, Washington, May 3, 1998
On May 3, 1998 at about 7:00 pm local time, a Bell 47G3B2A (helicopter), registered N7965J, was substantially damaged in an accident near Stanwood, Washington. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the number two connecting rod, which led to additional internal engine damage and a complete loss of power. Factors include soft terrain in the area where the pilot found it necessary to execute his forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 1998 · about 7:00 pm local time
- Place
- Stanwood, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G3B2A · all 47G3B2As on the register
- Registration
- N7965J · registry record · serial 6859
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While reducing power in the initial climb in order to establish cruise flight, the pilot of the helicopter experienced a partial engine power loss, followed by a complete loss of power about 15 seconds later. The pilot executed an autorotation to an emergency landing in a freshly plowed field, whereupon the main rotor flexed downward and contacted the tail boom during the touchdown. A post-accident inspection of the engine revealed that the number two connecting rod had failed near where it attaches to the crankshaft, ultimately leading to a total engine failure. Because both relevant fracture surfaces of the connecting rod were severely damaged and disfigured by repeated rotational impact pounding, the rod was not submitted for metallurgical failure mode examination.
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; single-engine sea; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,300 hours in all; 900 in this make and model; 62 in the last 90 days; 20 in the last 30 days; 4,968 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,596 hours
- Last inspection: annual inspection, March 4, 1998; 47 hours since
- Maximum gross weight: 2,950 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming TVO-435-F1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: WA at 6:59 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 20 statute miles
- Sky: scat at 6,000 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N7965J 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.