Bell 47G accident near El Monte, California, May 3, 2014
On May 3, 2014 at about 4:15 pm local time, a 1958 Bell 47G (helicopter), registered N7895B, was substantially damaged in an accident during enroute (climb to cruise) near El Monte, California (El Monte airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power during climbout due to a malfunctioning magneto and spark plugs.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 2014 · about 4:15 pm local time
- Place
- El Monte, California · El Monte · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 47G UNDESIGNAT, built 1958 · all 47Gs on the register
- Registration
- N7895B · no longer on the register · serial 1706
- 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, during climbout, the engine experienced a partial loss of power, the helicopter shook violently, and the engine then made a couple of "popping" sounds. He immediately initiated a precautionary landing to an open field. During the landing, the right skid caught on the ground, and the helicopter then rolled onto its right side. During postaccident functional tests, the left magneto and the No. 5 cylinder's spark plugs did not function properly. No further evidence of mechanical malfunctions or failures that would have precluded normal operation were observed. Therefore, it is likely that the malfunctioning left magneto and spark plugs caused the partial loss of engine power.
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
- Loss of engine power (partial) during enroute (climb to cruise) defining event
- Off-field or emergency landing during emergency descent
- Dynamic rollover during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Malfunction
- cause Aircraft › Aircraft power plant › Ignition system › Spark plugs/igniters › Malfunction
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,882 hours in all; 682 in this make and model; 15.8 in the last 90 days; 4.8 in the last 30 days
- Last flight review: September 15, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,726 hours
- Last inspection: annual inspection, August 28, 2013
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Franklin 6V4 SERIES (piston); 579 hours total
The flight
- Departed from: EMT El Monte CA at 4:10 pm
- Destination: CPM Compton, Ca CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 36°F (2°C)
- Altimeter: 29.90 inHg
- Observation at 4:47 pm from CQT, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.