Bell OH-58 and Bell OH-58A accident near Altadena, California, November 17, 2012
On November 17, 2012 at about 11:58 pm local time, 2 aircraft, Bell OH-58 (N911FA) and Bell OH-58A (N96BM), were involved in the same accident near Altadena, California (Pasadena Pd Heliport airport). 5 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The landing pilot's failure to maintain clearance with from obstacles a parked prior to landinghelicopter and the other pilot's failure to park the helicopter inside of a marked parking pad. Contributing to the accident was the landing pilot's obscured visibility due to moisture on the windscreenAlso contributing to the accident was the other pilot's action of placing the helicopter outside of a marked parking pad.
The landing pilot's failure to maintain clearance with from obstacles a parked prior to landinghelicopter and the other pilot's failure to park the helicopter inside of a marked parking pad. Contributing to the accident was the landing pilot's obscured visibility due to moisture on the windscreenAlso contributing to the accident was the other pilot's action of placing the helicopter outside of a marked parking pad.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 2012 · about 11:58 pm local time · cases in 2012
- Place
- Altadena, California · Pasadena Pd Heliport · map
- Type
- Accident · collision on the ground
- Injuries
- 5 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bell OH-58 · all OH-58s on the register
- Registration
- N911FA · no longer on the register · serial 70-15152
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · public-use (government) rules
- Aircraft 2
- Bell OH-58A · all OH-58As on the register
- Registration
- N96BM · registry record · serial 72-21364
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · public-use (government) rules
The NTSB's narrative for the Bell OH-58 final · quoted from the NTSB record
The commercial pilot had conducted traffic evaluation flights earlier in the day. After conferring with her lieutenant, she decided to attempt another flight with the understanding that she would return if the weather was not good. She departed, and after a few minutes, returned to the heliport to land due to deteriorating weather. While the helicopter was airborne, another pilot had moved a helicopter out of the hangar and parked outside of the marked parking pad area designated as "Pad 1." He later stated that he parked outside the pad because of drainage issues and that he was not on the radios because he would be off the ground in a couple of minutes and he did not believe there would be a conflict. The pilot had started the engine and begun the start-up sequence. Upon return to the heliport, the pilot of the landing helicopter scouted the landing area to make sure it was clear. The pilot observed the other helicopter parked near the parking pad, but due to rain on the windshield, she was not able to determine whether the helicopter was inside or outside of the marked box or if the main rotor blades were turning. The landing pilot stated that, as a result of the rain on her windscreen and side windows, she was looking straight ahead and using the chin window and her periphery to land inside the box. She radioed her intention to land and received no response. She then made the approach to the main pad, assuming that the other helicopter was inside the box for Pad 1, and then hover-taxied toward the adjacent parking pad (Pad 2). She was focused on her landing pad area, and as she lowered the collective to land on Pad 2, the pilot did not confirm adequate clearance, and the main rotor blades of the landing helicopter contacted the main rotor blades of the parked helicopter. At the time of the accident, there was no established monitored UNICOM frequency at the heliport, and there were no procedures to alert ground personnel that a helicopter was arriving to the heliport other than by ground personnel "hearing" it approach. The pilot in the parked helicopter had not turned on his radios, and the pilots were not in communication with each other at the time of the accident. As a result of the accident, the air division established monitored UNICOM and radio procedures for arrival and departure of helicopters at the heliport.
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 NTSB's narrative for the Bell OH-58A final · quoted from the NTSB record
The commercial pilot had conducted traffic evaluation flights earlier in the day. After conferring with her lieutenant, she decided to attempt another flight with the understanding that she would return if the weather was not good. She departed, and after a few minutes, returned to the heliport to land due to deteriorating weather. While the helicopter was airborne, another pilot had moved a helicopter out of the hangar and parked outside of the marked parking pad area designated as "Pad 1." He later stated that he parked outside the pad because of drainage issues and that he was not on the radios because he would be off the ground in a couple of minutes and he did not believe there would be a conflict. The pilot had started the engine and begun the start-up sequence. Upon return to the heliport, the pilot of the landing helicopter scouted the landing area to make sure it was clear. The pilot observed the other helicopter parked near the parking pad, but due to rain on the windshield, she was not able to determine whether the helicopter was inside or outside of the marked box or if the main rotor blades were turning. The landing pilot stated that, as a result of the rain on her windscreen and side windows, she was looking straight ahead and using the chin window and her periphery to land inside the box. She radioed her intention to land and received no response. She then made the approach to the main pad, assuming that the other helicopter was inside the box for Pad 1, and then hover-taxied toward the adjacent parking pad (Pad 2). She was focused on her landing pad area, and as she lowered the collective to land on Pad 2, the pilot did not confirm adequate clearance, and the main rotor blades of the landing helicopter contacted the main rotor blades of the parked helicopter. At the time of the accident, there was no established monitored UNICOM frequency at the heliport, and there were no procedures to alert ground personnel that a helicopter was arriving to the heliport other than by ground personnel "hearing" it approach. The pilot in the parked helicopter had not turned on his radios, and the pilots were not in communication with each other at the time of the accident. As a result of the accident, the air division established monitored UNICOM and radio procedures for arrival and departure of helicopters at the heliport.
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 for the Bell OH-58 from the NTSB's investigation tables, in plain English
What happened, in order
- Low altitude operation/event during maneuvering (hover) defining event
- Collision during takeoff/land during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- factor Environmental issues › Physical environment › Object/animal/substance › Aircraft › Contributed to outcome
- factor Personnel issues › Action/decision › Action › Incorrect action selection › Pilot of other aircraft
- factor Environmental issues › Task environment › Physical workspace › Visibility › Effect on personnel
- Environmental issues › Operating environment › Airport facilities/design › Airport communication › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 16,200 hours in all; 8,000 in this make and model
- Last flight review: July 11, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 15,239 hours
- Last inspection: continuous airworthiness programme, November 15, 2012
- Seats: 4
- Landing gear: fixed
- Engine: Rolls Royce 250-C20 MM (turboshaft); 7,767 hours total
- Operator: Pasadena Police Department
The flight
- Departed from: N/A Altadena CA at 11:52 pm
- Destination: N/A Altadena CA
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 6,000 ft; a few clouds at 4,200 ft
- Temperature: 66°F (19°C), dew point 57°F (14°C)
- Altimeter: 30.05 inHg
- Observation at 11:47 pm from EMT, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
The factual record for the Bell OH-58A from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Environmental issues › Physical environment › Object/animal/substance › Aircraft › Contributed to outcome
- factor Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- factor Environmental issues › Task environment › Physical workspace › Visibility › Effect on personnel
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 13,065 hours in all; 725 in this make and model
- Last flight review: May 20, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 15,769 hours
- Last inspection: continuous airworthiness programme, November 12, 2012
- Seats: 4
- Landing gear: fixed
- Engine: Rolls Royce 250-C20 MM (turboshaft); 3,102 hours total
- Operator: Pasadena Police Department
The flight
- Departed from: NA Altadena CA
- Destination: NA Altadena CA
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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Connections how this case links to the rest of the register
Aircraft
- N911FA: not on the register today · the record of its deregistration
- Bell OH-58 329 registered today · the model family and its accident history
- Bell 3,080 aircraft on the register
- N96BM on the register today · the tail number may have moved to another aircraft since
- Bell OH-58 329 registered today · the model family and its accident history
- Bell 3,080 aircraft on the register
- Engine: Rolls Royce 250-C20 MM 16 aircraft carry this series today · as the NTSB recorded it
- Engine: Rolls Royce 250-C20 MM 16 aircraft carry this series today · as the NTSB recorded it
Place
- Accidents and incidents in California 9,080 since 1982 · 1,097 in the last ten years
- California 27,897 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR13GA044.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.