Mbb BK-117 accident near Middletown, Connecticut, June 21, 1992
On June 21, 1992 at about 2:33 am local time, a Mbb BK-117 (helicopter), registered N117HH, was destroyed in an accident near Middletown, Connecticut. It was a positioning flight under general aviation rules (Part 91). 1 person was killed and 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A WIRE STRIKE AFTER THE PILOT MADE A DECISION TO CONTINUE THE APPROACH INTO AN AREA OF HAZARDS. FACTORS RELATED TO THE ACCIDENT WERE THE FAILURE OF THE PILOT AND THE HOSPITAL COMMUNICATOR TO REQUEST ALL AVAILABLE INFORMATION ABOUT THE LANDING AREA AND ENVIRONMENTAL CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 1992 · about 2:33 am local time
- Place
- Middletown, Connecticut
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mbb BK-117
- Registration
- N117HH · registry record · serial 7015
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE NORTHBOUND EMS HELICOPTER STRUCK AN UNMARKED STATIC WIRE 105 FT ABOVE THE GROUND, 1/4 MILE SOUTH OF HIS LANDING AREA. THE TAIL BOOM SEPARATED FROM THE FUSELAGE AND THE HELICOPTER DESCENDED UNCONTROLLABLY, STRIKING THE GROUND INVERTED, FATALLY INJURING ONE OCCUPANT. WHEN INTERVIEWED AFTER THE ACCIDENT, THE PILOT SAID HE DID NOT REMEMBER THE ACCIDENT. WITNESSES SAID THE NIGHT WAS DARK WITH FOG BEGINNING TO FORM, AND NO ABRUPT MANEUVERS WERE OBSERVED PRIOR TO THE WIRE STRIKE. THE INVESTIGATION FOUND THE PILOT HAD NOT MADE A RECON OF THE AREA, NOR HAD HE COMMUNICATED THAT HE HAD IDENTIFIED THE LANDING AREA WHEN THE WIRE STRIKE OCCURRED. THERE WERE NUMEROUS EMERGENCY VEHICLES IN THE AREA WITH RED AND BLUE FLASHING LIGHTS WHEN THE ACCIDENT OCCURRED. ADDITIONALLY, NEITHER THE PILOT OR HOSPITAL COMMUNICATIONS COORDINATOR WHO TOOK THE REQUEST FOR THE HELICOPTER, HAD REQUESTED ANY HAZARD INFORMATION ABOUT THE PROPOSED LANDING AREA.
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: 4,352 hours in all; 801 in this make and model; 37 in the last 90 days; 13 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,625 hours
- Last inspection: approved inspection programme, June 6, 1992; 23 hours since
- Maximum gross weight: 7,055 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming LTS-101-650B1 (turboshaft); 0 hours total
The flight
- Departed from: 0CT9 Hartford CT at 2:22 am
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 4 statute miles
- Sky: overcast at 6,000 ft
- Temperature: 66°F (19°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 2:50 am from HFD, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.