Bell 47K accident near Kingston, Washington, July 11, 2014
On July 11, 2014 at about 10:27 pm local time, a Bell 47K (helicopter), registered N88771, was substantially damaged in an accident during landing near Kingston, Washington (Thompson Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control during the landing approach, which resulted in an excessive descent angle and settling with power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2014 · about 10:27 pm local time
- Place
- Kingston, Washington · Thompson Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47K · all 47Ks on the register
- Registration
- N88771 · no longer on the register · serial 2123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was making an approach to landing on a shoreline. As the helicopter passed through 200 feet, it encountered settling with power. The pilot was unable to arrest the descent and the helicopter subsequently impacted the water. The main rotor blades and aircraft structure were substantially damaged. The pilot reported no preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
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
- Settling with power/vortex ring state during landing defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent rate › Incorrect use/operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,000 hours in all; 2,000 in this make and model
- Last flight review: June 5, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
Passenger
- Seat: rear
Passenger
- Seat: rear
The aircraft
- Airframe total time: 2,513 hours
- Last inspection: annual inspection, June 10, 2014
- Maximum gross weight: 2,850 lb
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 250 hours total
The flight
- Departed from: WA61 Kingston WA
- Destination: WA61 Kingston WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 57°F (14°C)
- Altimeter: 30.05 inHg
- Observation at 9:53 pm from KPAE, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 | 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.