# NTSB GAA16CA293: Bell 47G, N25LB, Hastings, MN, June 8, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: June 8, 2016, 12:05 local (17:05 UTC) - Place: Hastings, MN - Coordinates: 44.651943, -92.866111 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.6519&lon=-92.8661&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report July 14, 2016 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 93345 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16CA293 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93345/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93345 - Page: https://openairdocs.org/ntsb/GAA16CA293 ## Probable cause The pilot's failure to attain a positive rate of climb during takeoff from a service truck, which resulted in an impact with terrain and substantial damage to the tail boom and fuselage. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Bell 47G-5A, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1181034), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Bell 47G-5A, 1 case](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=1181034), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Bell 47G-5A, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=1181034), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Bell 47G-5A, 3 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1181034), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he was conducting aerial agricultural operations in a helicopter and that he landed on the bed of the service truck to reload with insecticide and fuel. The pilot further reported that he began to lift off and during the transition to forward flight he pitched the helicopter forward to gain airspeed, but helicopter continued to descend. The pilot reported that he "never gained lift from the ground effect" and subsequently impacted the terrain. The helicopter sustained substantial damage to the tail boom and fuselage. The pilot reported there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. FAA Helicopter Flying Handbook Chapter 2 "Aerodynamics" defines "In Ground Effect (IGE)" as the increased efficiency of the rotor system caused by interference of the airflow when near the ground. The air pressure or density is increased, which acts to decrease the downward velocity of air. Ground effect permits relative wind to be more horizontal, lift vector to be more vertical, and induced drag to be reduced. These conditions allow the rotor system to be more efficient. Maximum ground effect is achieved when hovering over smooth hard surfaces. When hovering over surfaces as tall grass, trees, bushes, rough terrain, and water, maximum ground effect is reduced. Rotor efficiency is increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk) for most helicopters. ## Factual narrative The pilot reported that he was conducting aerial agricultural operations in a helicopter and that he landed on the bed of the service truck to reload with insecticide and fuel. The pilot further reported that he began to lift off and during the transition to forward flight he pitched the helicopter forward to gain airspeed, but helicopter continued to descend. The pilot reported that he "never gained lift from the ground effect" and subsequently impacted the terrain. The helicopter sustained substantial damage to the tail boom and fuselage. The pilot reported there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. FAA Helicopter Flying Handbook Chapter 2 "Aerodynamics" defines "In Ground Effect (IGE)" as the increased efficiency of the rotor system caused by interference of the airflow when near the ground. The air pressure or density is increased, which acts to decrease the downward velocity of air. Ground effect permits relative wind to be more horizontal, lift vector to be more vertical, and induced drag to be reduced. These conditions allow the rotor system to be more efficient. Maximum ground effect is achieved when hovering over smooth hard surfaces. When hovering over surfaces as tall grass, trees, bushes, rough terrain, and water, maximum ground effect is reduced. Rotor efficiency is increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk) for most helicopters. ## Aircraft - Registration: [N25LB](https://openairdocs.org/aircraft/N25LB), registered now, S/N 25102, built 1972 (OpenAirDocs) - Reported make and model: BELL 47G (5A) - Registry model: [Bell 47G-5A](https://openairdocs.org/model/bell-47g-5a) (registry code 1181034) (OpenAirDocs) - Registry engine: [Allison 250 series](https://openairdocs.org/engine/allison-250-series) (registry code 03014, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 25102 - Year built: 1978 - Airframe hours: 14764.8 - Engines: ALLISON 250-C18A 317 horsepower turbo shaft - Damage: Substantial damage - Flight: Aerial application, Part 137 - Airworthiness certificate: Special, Restricted (Special) - Last inspection: 100 hour, March 1, 2016 - Departed: 12Y, LE SUEUR, MN - Destination: Hastings, MN - Equipment: Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; injuries: none; commercial; medical: class 2, without waivers/limitations; last flight review November 19, 2015; seat: left; restraint: 3-point; flight hours: 1,296 total, 25 in this make and model, 1,252 as pilot in command, 25 in the last 90 days, 25 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 46 °F - Altimeter: 29.97 inHg - Observed at: KSYN, 12 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20160608009259A](https://openairdocs.org/incident/20160608009259A), Jun 8, 2016: Bell 47G-5A, Hastings, MN, Substantial damage. The pilot was performing an agriculture spraying operation and had just refueled. (Tanks half full) in addition, the pilot had onloaded approximately 80-90… ## Other investigations on N25LB (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI07LA277](https://openairdocs.org/ntsb/CHI07LA277), Aug 24, 2007: Bell 47G-5A (N25LB), Anoka, MN, substantial damage. Probable cause: The loss of helicopter pitch control for undetermined reasons during the aerial application maneuver and the pilot's inability to control the aircraft during the descent.. A contributing factor to… ## Docket (2 files) The files NTSB released with the investigation on July 12, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93345. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442247&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Accident Photo (Courtesy of Local Law Enforcement) (item 2, .PDF, 1 photo, 277 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442248&FileExtension=.PDF&FileName=Accident%20Photo%20(Courtesy%20of%20Local%20Law%20Enforcement)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.