Mbb BO-105C accident near Houston, Texas, September 14, 1995
On September 14, 1995 at about 11:50 pm local time, a Mbb BO-105C (helicopter), registered N650MS, was destroyed in an accident near Houston, Texas. It was a positioning 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 main transmission's #1 (left) input pinion assembly, due to the partially blocked oil passage which reduced oil flow, resulting in the disconnect of the drive shaft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 1995 · about 11:50 pm local time
- Place
- Houston, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mbb BO-105C
- Registration
- N650MS · no longer on the register · serial S-650
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during cruise flight at 800 feet MSL, a 'whine' was heard, which was 'slightly' different from the normal whine of the engines. A loud 'snap' or 'bang' was heard followed by severe vibrations. After determining a dual engine failure, the number one engine fire warning light illuminated, and the smell of smoke was noticed. An autorotation was initiated to a mall parking lot. During the autorotation, the pilot increased collective to clear trees bordering the parking lot. The helicopter touched down and slid approximately 200 feet to a stop. When the nurse opened the door to evacuate, smoke billowed into the cabin from the 'tunnel area.' After confirming that the flight crew was well clear, the pilot exited the helicopter. Examination of the helicopter revealed the drive shaft for the left engine had separated from the transmission input shaft flange. Examination of the main transmission lower housing revealed debris partially blocking the oil channel for the left side input pinion. Examination of both engines revealed internal thermal and foreign object damage.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,992 hours in all; 217 in this make and model; 94 in the last 90 days; 37 in the last 30 days; 4,916 as pilot in command; 1,660 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,635 hours
- Last inspection: 100-hour inspection, June 23, 1995; 77 hours since
- Maximum gross weight: 5,512 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: TE11 at 11:40 pm
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: not recorded
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.