# NTSB FTW96FA028: Mbb BO-105S, N105AG, League City, TX, October 26, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: October 26, 1995, 01:40 local (06:40 UTC) - Place: League City, TX - Coordinates: 29.480516, -95.100135 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.4805&lon=-95.1001&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report May 30, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 19603 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW96FA028 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19603/pdf - Page: https://openairdocs.org/ntsb/FTW96FA028 ## Probable cause the pilot's failure to maintain aircraft control. Factors were the pilot's lack of total experience in the MBB BO-105 helicopter and the dark night light conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - light condition - dark night (contributing factor) - aircraft control - not maintained, pilot in command (cause) - lack of total experience in kind of aircraft, pilot in command (contributing factor) - weather condition - low ceiling - weather condition - fog - preflight planning/preparation - inadequate, pilot in command - In flight collision with terrain/water, descent - uncontrolled ## Analysis The instrument-rated commercial pilot did not obtain a weather briefing nor file a flight plan for the dark night flight to Houston. The helicopter departed Galveston about 0125. Several residents of the area reported low ceilings, and the visibility was misty and hazy. The helicopter was located by a company search aircraft 3 miles southwest of League City. Examination of the airframe and engines did not disclose any structural or mechanical anomalies that would have prevented normal operation. The company's operation manual requires that the flight crew obtain a weather briefing prior to all flight operations and to obtain weather updates during the entire flight. The aircraft was not equipped for IMC flight. ## Factual narrative HISTORY OF FLIGHT On October 26, 1995, approximately 0140 central daylight time, a MBB BO-105S, N105AG, registered to, and operated by Associated Aircraft Group Inc.(AAG), as a Title 14 CFR Part 91 early morning positioning flight, crashed following a loss of control while maneuvering near League City, Texas. Instrument meteorological conditions prevailed, and a flight plan was not filed. The helicopter was destroyed by the impact with the terrain and a post crash fire. The commercial pilot and passenger were fatally injured. The flight originated from Galveston, Texas, about 15 minutes before the accident. During a telephone interview a passenger who had flown to Galveston, Texas, from offshore in the accident aircraft reported that, while approximately 2-3 miles offshore low clouds were encountered. The aircraft flew on top of the clouds until near Galveston Airport. During the descent to Galveston Airport, all of the windows "fogged over and they could not see out very well." The passenger stated that the pilot landed the aircraft 100-200 yards short of the drop off point, at approximately 0110-0115. The passenger further reported the aircraft continued to run for 10-15 minutes after he had disembarked the aircraft at approximately 0110. He also reported he had been sitting in the left rear seat. There were no reported eyewitnesses to the accident. The helicopter was reported missing when it failed to arrive at Hobby Airport. The helicopter was located on October 26, 1995, approximately 1330 by a company search aircraft. PERSONNEL INFORMATION The commercial rated pilot prior to being employed by Associated Aircraft Group, Inc.(AAG) in March of 1995, had been on active duty with the U.S. Army. While in the service, he served as a flight instructor and an instrument flight examiner, and had accumulated 4,340 flight hours of which 2,167 hours were logged as a flight instructor in helicopters. On October 5, 1995, the pilot satisfactory completed the MBB BO-105 transition course at American Eurocopter. During this course the pilot received 3 hours of flight instruction. On October 17, 1995, he satisfactory completed training and a FAR 135.293 flight check by the operator's check pilot. The pilot received one hour of flight time during this training and check flight. The pilot flew the accident aircraft on October 19, 1995, and logged 2.1 hours. On October 25, 1995, the pilot had accumulated approximately 5 hours prior to the early morning accident flight. AIRCRAFT INFORMATION AAG purchased the helicopter from American Eurocopter on October 13, 1995, with a total aircraft time of 10,850.9 hours. The aircraft was equipped with an environmental control unit system, which provides a means of maintaining the cabin temperature under varied weather conditions. The aircraft was not equipped for IMC flight. On October 25, 1995, approximately 2320, the helicopter was fueled with 85 gallons of Jet A fuel by Talon Air Services. See enclosed fueling records. A review of the airframe and engine records by a FAA inspector did not reveal any anomalies or uncorrected maintenance defects. METEOROLOGICAL INFORMATION Weather observations at 0132 for William P. Hobby (HOU), located approximately 14 nautical miles northwest from the accident location was a measured ceiling 700 feet broken, 1,700 feet overcast; visibility 6 miles; weather fog; wind from 120 degrees at 5 knots; altimeter setting 29.98 inches. The temperature was 71 degrees Fahrenheit with a dew point of 70 degrees Fahrenheit. The moon illumination for the accident area at 0120 was six percent. See enclosed weather report. During a telephone interview with the investigator-in-charge, a Herman Hospital Life Flight pilot reported they ceased flight operations in the Houston area due to an estimated ceiling of 400 feet broken and 3 miles visibility, the approximate time was 2400-0020. The Life Flight Pilot reported that the ceiling subsequently dropped to an estimated 300 feet sometime between 2400-0130. A person working in a Stop and Go Store at the Main Street exit of I-45, La Marque, Texas, reported to a FAA inspector that about 0100 she heard a helicopter fly over the store. "The helicopter appeared to be traveling in a northwesterly direction when it passed over the store, then it turned and paralleled the Interstate Highway." She further reported that, "the helicopter sounded like it was very low." The helicopter also "appeared to be making a sputtering noise like a car makes when it stalls out from no getting enough gas." She also reported that, "the weather at the time was sort of misty." A resident of the area who resides approximately 5 miles south southeast of the accident site reported to a representative of the operator that she was on her back porch facing to the south. She reported that, at 0115 she observed the top of a tower located 2.5 miles west of her home. The tower according to the Houston VFR Terminal Area Chart is 519 feet tall. She also reported that, "there was no fog, but was beginning to get hazy." At approximately 0130 she "heard a helicopter passing to the northeast of her home. She could not see the helicopter because the view was blocked by her house. See the resident's enclosed statement. Attempts to verify the information with the witness were unsuccessful. Two area residents were approximately 8 miles northwest of the accident site at the intersection of FM518 and FM528 at approximately 0130. They reported to a representative of the operator that the weather was overcast, however it was not foggy or raining. One of the residents estimates "the ceiling was at least 300 feet." See the residents' enclosed statement. Attempts to verify the information with the witness were unsuccessful. According to FAR 91.155, a helicopter may operate in Class G airspace below 1,200 feet MSL clear of clouds if operated at a speed that allows the pilot adequate opportunity to see any air traffic or obstruction in time to avoid a collision. However, according to AAG's Operations Manual, during nighttime hours the company VFR minimum ceiling is 800 feet above the surface and a visibility of two statute miles for helicopters. Helicopters will not carry passengers under Visual Flight Rules with weather minimums less than those stated. See enclosed excerpt of Operations Manual. Their operation manual further states that "the flight crew will obtain a weather briefing prior to all flight operations. Weather updates will be obtained during the entire flight to ascertain any changes in weather that could affect the outcome of a flight." There were no records found on any weather update by the pilot. See enclosed excerpt of Operations Manual. COMMUNICATIONS The operator reported to the investigator-in-charge that, the pilot last communicated with them via a cellular phone when he was at Galveston for fuel, approximately 2300-2315. The pilot did not report any maintenance or operational anomalies during that conversation. According to their operations manual positive flight followng will be provided by AAG/Seachem personnel through the use of Motorola 900 series radios. The pilot will contact the flight followers to report "operations normal" every fifteen minutes and announce arrival at destination. Flight following personnel will record departure point, time, time of each en route check-in, and arrival point and time for each leg on the flight sheet. See enclosed flight sheet. If position/arrival report is not received as scheduled, the flight follower will proceed as per Operations Manual. The pilot's wife contacted the company operations about 0400-0415 to report that her husband had not returned home. See enclosed excerpt of Operations Manual. WRECKAGE AND IMPACT INFORMATION The aircraft wreckage was located approximately 3 nautical miles southwest of League City, Texas, at latitude 2 ## Aircraft - Registration: [N105AG](https://openairdocs.org/deregistered/N105AG-2013-08-07), registration cancelled 2013-08-07, S/N S-597, built 1982 (OpenAirDocs) - Reported make and model: Mbb BO-105S - Registry model: [Messerschmitt-Boelkow-Blohm BO-105S](https://openairdocs.org/model/messerschmitt-boelkow-blohm-bo-105s) (registry code 5626006) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 597 - Airframe hours: 10848 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Destroyed - Fire: On-Ground - Flight: Positioning, Part 91 - Registered owner: Associated Aircraft Group, Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 7, 1995, 26 hours before - Departed: GLS, GALVESTON, TX - Destination: HOU, HOUSTN, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; commercial; instrument ratings: helicopter; medical: class 2, valid medical--w/ waivers/lim; seat: right; toxicology performed; flight hours: 4,378 total, 11 in this make and model, 4,378 as pilot in command, 97 in the last 90 days, 33 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 120° at 5 knots - Visibility: 8 statute miles - Lowest ceiling: 700 ft broken - Temperature: 72 °F, dew point 72 °F - Altimeter: 29.00 inHg - Observed at: EFD, 9 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19951026034589A](https://openairdocs.org/incident/19951026034589A), Oct 26, 1995: Bolkms BO105S, League City, TX, Destroyed, 2 fatal. Flew into ground nose down right steep bank. Low ceiling fog in area. No anomalies. Helicopter not IFR equipped. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.