Mbb BO-105S accident near W Cameron Blk, May 7, 1989
On May 7, 1989 at about 7:04 pm local time, a Mbb BO-105S (helicopter), registered N2785B, was destroyed in an accident near W Cameron Blk. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PARTIAL ELECTRICAL FAILURE OF THE MICRO-SWITCH FOR THE OUTBOARD LATERAL GUIDE ASSEMBLY, AND THE INCORRECT GUARD INSTALLED ON THE HYDRAULIC TEST SWITCH, RESULTING IN A TOTAL HYDRAULIC FAILURE. FACTORS WERE: THE INCORRECT INSTALLATION OF THE GUARD BY AN UNKNOWN PERSON, THE FAILURE OF THE COMPANY TO COMPLY WITH THE SPECIFIED SERVICE BULLETIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 1989 · about 7:04 pm local time
- Place
- W Cameron Blk
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mbb BO-105S
- Registration
- N2785B · no longer on the register · serial 636
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE TWIN ENGINE HELICOPTER WAS IN CRUISE FLIGHT OVER THE GULF OF MEXICO, WHEN IT SUDDENLY PITCHED NOSE DOWN AND DESCENDED UNCONTROLLED TO IMPACT INVERTED INTO THE WATER. IT SANK TO A DEPTH OF APPROXIMATELY 380 FEET. AFTER RECOVERY OF THE HELICOPTER, EXAMINATION REVEALED THAT AN INCORRECT HYDRAULIC SWITCH GUARD HELD THE TEST SWITCH IN THE RESET POSITION, ELECTRICALLY ISOLATING HYDRAULIC SYSTEM NUMBER TWO FROM OPERATION, AND THAT THE HYDRAULIC MODULE WAS IN THE NUMBER 1 SYSTEM. FURTHER INSPECTION AND TESTING FOUND A DEFECTIVE MICRO-SWITCH IN THE OUTBOARD LATERAL GUIDE ASSEMBLY OF THE HYDRAULIC MODULE. ADDITIONALLY, THE OPERATOR HAD NOT COMPLIED WITH A REQUIRED SERVICE BULLETIN FOR THE MODULE.
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; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,459 hours in all; 2,397 in this make and model; 168 in the last 90 days; 43 in the last 30 days; 6,526 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,781 hours
- Last inspection: approved inspection programme, May 6, 1989; 3 hours since
- Maximum gross weight: 5,512 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Air Logistics
The flight
- Departed from: NONE Hi-A330 GM at 7:01 pm
- Destination: NONE Wc-643 GM
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: scat at 10,000 ft
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N2785B 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.