Mbb BO-105C accident near Medford, Oregon, May 5, 2001
On May 5, 2001 at about 11:54 pm local time, a Mbb BO-105C (helicopter), registered N105RH, was destroyed in an accident near Medford, Oregon (Rogue Valley Intl-Medford airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A leaking engine oil outlet line fitting in the #1 engine compartment, resulting in an oil fire in the engine compartment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 2001 · about 11:54 pm local time
- Place
- Medford, Oregon · Rogue Valley Intl-Medford · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mbb BO-105C
- Registration
- N105RH · registry record · serial S-55
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
As the helicopter cleared trees after patient pickup, a series of "pops" was heard and the #1 engine lost power. The pilot initially decided to make an emergency landing in a field, but no suitable landing areas were found, and the helicopter's #2 engine was determined to be producing sufficient power to sustain flight. The pilot therefore elected to continue the flight to the airport, and called the Medford tower and requested an emergency landing with fire crews standing by. The medical crew on board the helicopter subsequently reported that they smelled "something burning." Approaching the airport, the Medford tower controller advised the pilot that the aircraft was trailing smoke, and subsequently advised the pilot that the helicopter was on fire. The pilot elected to make a fast run-on landing, and subsequently landed on taxiway A at the airport. The aircraft occupants evacuated the helicopter without injury, and ARFF successfully extinguished the fire. The fire extensively damaged the helicopter's #1 engine compartment, engine cowling, outer surfaces of the #1 engine, and transmission compartment. The fire also partially burned/melted through the main rotor flight control tubes, and molten metal and debris were ingested into the #1 engine compressor. Post-accident examinations disclosed that the fire occurred in the #1 engine compartment, external to the #1 engine. The #1 engine compartment contained puddles of oil on the pan below the engine, and the #1 engine oil tank was found to be empty. The #1 engine oil out line (a line carrying oil from the engine accessory gearbox to the oil tank) was found to be leaking at a B-nut fitting at one end of the line. Additionally, the engine's right exhaust stack and right exhaust extension were found to be cracked around portions of their circumference under a V-clamp. Disassembly examination of the #1 engine N1 gas producer turbine assembly at the engine manufacturer's facilities disclosed that the first-stage nozzle and turbine wheel were burned consistent with exposure to excessive TOT, and that the second-stage nozzle and turbine wheel were generally intact. Examination of the three main bearings located in the turbine assembly (Nos. 6, 7, and 8) disclosed that the number 8 bearing was oiled and rotated freely, the number 6 bearing was dry but intact and rotated freely, and that the number 7 bearing was dry and slightly notchy but was able to be rotated. The Rolls-Royce accident investigation report concluded that "There were no hardware failures on any part of the engine", that "The damages to the 1st stage nozzle and 1st stage turbine wheel were the result of operation at an excessive TOT", and that "The engine was operating with the external fire well advanced as evidenced by the ingestion of fire debris and molten metal into the compressor."
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; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,000 hours in all
- Last flight review: January 11, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 14,324 hours
- Last inspection: annual inspection, March 1, 2001; 19 hours since
- Maximum gross weight: 5,512 lb
- Seats: 4
- Landing gear: fixed
- Engine 1: Allison 250-C20B (turboshaft); 0 hours total
- Engine 2: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: MFR Medford OR at 3:57 pm
- Destination: MFR Medford OR
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 30°F (-1°C)
- Altimeter: 30.11 inHg
- Observation at 11:56 pm from MFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 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 N105RH 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.