Bell 407 incident near Riverton, Wyoming, November 15, 2012
On November 15, 2012 at about 2:00 pm local time, a Bell 407 (helicopter), registered N7160V, suffered minor damage in an incident during enroute (change of cruise level) near Riverton, Wyoming (Riverton Regional airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain sufficient altitude to clear power lines while maneuvering at low altitude. Contributing to the accident was the pilot’s failure to follow company operating specifications for minimum altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 2012 · about 2:00 pm local time
- Place
- Riverton, Wyoming · Riverton Regional · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 407 · all 407s on the register
- Registration
- N7160V · registry record · serial 53013
- Damage
- Minor damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter crewmembers were returning to their home base after transporting a patient. The pilot was flying the helicopter at en route altitudes of around 80-100 feet above ground level and struck power lines; he was not following company operating specifications of a minimum altitude of at least 300 feet. The pilot reported that he did not observe the wires until after the initial impact and was able to land the helicopter off airport without incident.
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 enroute (change of cruise level) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,750 hours in all; 100 in this make and model; 38 in the last 90 days; 18 in the last 30 days; 3,300 as pilot in command
- Last flight review: May 31, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,172 hours
- Last inspection: 100-hour inspection, October 5, 2012
- Maximum gross weight: 5,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royc 250-C47B (turboshaft); 0 hours total
- Operator: Classic Helicopter Group, LLC.
The flight
- Departed from: WY57 Casper WY at 1:33 pm
- Destination: KRIW Riverton WY
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 25°F (-4°C), dew point 19°F (-7°C)
- Altimeter: 30.30 inHg
- Observation at 2:53 pm from KRIW, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 3 |
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.