Mcdonnell Douglas Helicopters 369E (MD500E) accident near Elverta, California, February 4, 2011
On February 4, 2011 at about 10:22 pm local time, a Mcdonnell Douglas Helicopters 369E (MD500E), registered N416WC, was substantially damaged in an accident during maneuvering (hover) near Elverta, California. It was an other work-use flight under external-load helicopter rules (Part 133). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not maintain rotor blade clearance from an installation rope while maneuvering to install power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 4, 2011 · about 10:22 pm local time
- Place
- Elverta, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas Helicopters 369E (MD500E)
- Registration
- N416WC · no longer on the register · serial 0268E
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
A lineman was on the skid of the helicopter installing high-power electrical lines on a power line structure. The pilot positioned the helicopter about 30 to 50 feet from the structure. The main rotor blades made contact with an installation rope, which then wrapped around the mast as the blades pulled it in. The pilot lost control of the helicopter, and it began an uncontrolled descent to the ground. A postaccident examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation. It is likely that the pilot misjudged the distance between the rotor blades and the installation rope.
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
What happened, in order
- Low altitude operation/event during maneuvering (hover) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Response/compensation
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 22,500 hours in all; 17,600 in this make and model; 75 in the last 90 days; 20 in the last 30 days; 22,500 as pilot in command
- Last flight review: February 11, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,256 hours
- Last inspection: 100-hour inspection, January 26, 2011
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce Allison 250-C20B (turboshaft); 0 hours total
- Operator: Wilson Construction Company
The flight
- Departed from: Elverta CA
- Destination: Elverta CA
- Flight plan: none
Weather at the time
- Light: dawn
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 43°F (6°C)
- Altimeter: 30.30 inHg
- Observation at 9:53 pm from KSMF, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| 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.
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.