Eurocopter BK-117-A4 accident near Cincinnati, Ohio, May 7, 2000
On May 7, 2000 at about 3:35 am local time, a Eurocopter BK-117-A4 (helicopter), registered N911NC, was substantially damaged in an accident near Cincinnati, Ohio (University Hospital airport). It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's misjudgment of his closure rate, while turning to land on the rooftop helipad, which resulted in a collision with the building. Factors in the accident were the tailwind and the stuck windsock.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 2000 · about 3:35 am local time
- Place
- Cincinnati, Ohio · University Hospital
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter BK-117-A4
- Registration
- N911NC · no longer on the register · serial 7026
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he approached the lighted rooftop helipad from the southwest, at night, with light winds. The helipad and hangar were just ahead of him, and he initiated a right pedal turn to align the helicopter towards the south. He heard a loud bang, and the helicopter rotated uncontrollably, nose right. He lowered the collective, and the helicopter struck the landing area. Examination revealed the tail rotor blade ends were fragmented, and marks on the top corner of the hangar were similar to a tail rotor blade strike. Due to other helicopters parked on the ramp, the only approach was from the southwest. Winds were estimated to be from 220 degrees at 10 knots with gusts to 15 knots. Examination of the hydraulic pump and hydraulic tail rotor actuator found no evidence of failure or malfunction. Personnel reported the windsock would occasionally get caught on its support structure, and not indicate the true nature of the wind. There was no other wind information available to the pilot.
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
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,379 hours in all; 91 in this make and model; 30 in the last 90 days; 9 in the last 30 days; 9,525 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,857 hours
- Last inspection: continuous airworthiness programme, April 26, 2000; 19 hours since
- Maximum gross weight: 7,055 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming LTS-650B-1 (turboshaft); 0 hours total
The flight
- Departed from: LUK Cincinnati OH at 4:30 pm
- Destination: 8OH9
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 220° at 10 knots, gusting 15
- Visibility: 5 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
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.