Messerschmitt-Boelkow-Blohm BO-105CBS-5 accident near Parumph, Nevada, November 14, 2000
On November 14, 2000 at about 4:48 am local time, a Messerschmitt-Boelkow-Blohm BO-105CBS-5 (helicopter), registered N911VH, was substantially damaged in an accident near Parumph, Nevada. It was an other work-use 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 pilot's failure to verify the presence of wires near the remote landing site during the high reconnaissance, and his misjudgement of the clearance from the ground during the attempted hovering turn to avoid the wire obstacle. Factors were the dark night and the incorrect information provided by the ground crew.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2000 · about 4:48 am local time
- Place
- Parumph, Nevada
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Messerschmitt-Boelkow-Blohm BO-105CBS-5 BO-105S · all BO-105CBS-5s on the register
- Registration
- N911VH · registry record · serial S769
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an aborted landing, the helicopter maneuvered to avoid power lines and collided with flat terrain. The helicopter landed hard on the right front skid and rolled onto its right side. The medical evacuation flight was en route to pickup a patient at a remote location at night. The landing zone area was 100 feet in length and approximately 32 feet in width, with another 100 feet in length as a buffer area. The pilot conducted a high and low reconnaissance of the area. On final approach, a vehicle turned onto the road where the landing zone had been established. The pilot initiated an aborted landing. He maneuvered to avoid power lines by making a climbing right turn. Due to the helicopter's altitude at the time of the aborted landing, the pilot did not believe he would be able to climb over the power lines and maneuvered the helicopter under the wires. The right front side tube contacted the ground and the helicopter came to rest on its side. The pilot was briefed by the ground emergency medical technicians while en route to the site and was told there were no wires present.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,500 hours in all; 28 in this make and model; 4,068 as pilot in command
- Last flight review: June 7, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,811 hours
- Last inspection: 100-hour inspection, November 9, 2000; 7 hours since
- Maximum gross weight: 5,512 lb
- Seats: 3
- Landing gear: fixed
- Engine: Allison C20-B (turboshaft); 0 hours total
The flight
- Departed from: Pahrump NV at 4:57 am
- Destination: Las Vegas NV
Weather at the time
- Light: night, dark
- Wind: from 220° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 4:56 am from LAS, 43 miles away
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.