# NTSB WPR25FA100: Bell Helicopter Textron Canada 505, N118LG, Ririe, ID, February 20, 2025 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: February 20, 2025, 16:31 local (23:31 UTC) - Place: Ririe, ID - Coordinates: 43.54876, -111.73921 - Nearby events: https://openairdocs.org/map.md?lat=43.5488&lon=-111.7392&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious - Status: Completed, report October 16, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Bell Helicopters, Federal Aviation Administration, Safran Engines - NTSB case key (mKey): 199728 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR25FA100 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199728/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=199728 - Page: https://openairdocs.org/ntsb/WPR25FA100 ## Probable cause The pilot’s inadequate preflight planning and decision to maneuver the helicopter at a low altitude, and his subsequent failure to maintain clearance from power lines. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Bell Helicopter Textron Canada 505, 1 case](https://openairdocs.org/ntsb-findings/02061025/cases.md?model=1182165), [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Awareness of condition (probable cause); cases with it: [Bell Helicopter Textron Canada 505, 1 case](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=1182165), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) - [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Bell Helicopter Textron Canada 505, 1 case](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=1182165), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Bell Helicopter Textron Canada 505, 1 case](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=1182165), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) (defining event); cases with it: [Bell Helicopter Textron Canada 505, 1 case](https://openairdocs.org/ntsb-events/220/sequence.md?model=1182165), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) ## Analysis The pilot and passenger were maneuvering the helicopter at a low altitude over a frozen reservoir while searching for wildlife. The pilot occupied the front right seat, and the passenger was in the rear cabin area, secured with a harness. The passenger saw the power distribution lines about the same time that the pilot attempted to maneuver to avoid them. The helicopter’s main rotor blades then impacted one of the three lower phase power lines, and the helicopter subsequently descended to the frozen reservoir. The helicopter's rate of descent was likely slowed by the impacted power line, which prevented it from going through the ice. The passenger estimated that the helicopter free-fell only 30 ft, although the phase lines were about 160 ft above the reservoir surface. Impact with the ice resulted in substantial damage to the fuselage, main rotor, and empennage. Examination of the helicopter revealed no pre-accident mechanical malfunctions or failures that would have precluded normal operation. The power lines were depicted on the visual flight rules (VFR) sectional aeronautical chart for the area. Although the investigation was unable to determine the extent of the preflight planning performed by the pilot, a thorough review of the airspace prior to conducting the low-altitude flight likely would have made the pilot aware of the power lines’ location and allowed the pilot to maintain clearance from them. ## Factual narrative A review of the FAA Salt Lake City VFR sectional aeronautical chart revealed that it depicted the Ririe Reservoir and the accident power lines. Figure 4. Excerpt of Salt Lake City VFR sectional chart showing power lines crossing the Ririe Reservoir (highlighted with yellow circle) (Source: FAA). According to section 11.3.2 (Unlighted Catenary Markers) of FAA Advisory Circular (AC) 70/7640-1M (Obstruction Marking and Lighting), catenary markers “should be mounted on the highest catenary line.” Section 11.3.2.2.3 (Wire Sag) of the AC further states that “the maximum sag distance between the line holding the unlighted markers and the next lowest catenary wire should be no more than 25 feet (7.62 m), and it should not violate the sag requirements of the transmission line design.” On February 20, 2025, about 1631 mountain standard time, a Bell Helicopter Textron Canada 505 helicopter, N118LG, was substantially damaged when it was involved in an accident near Ririe, Idaho. The pilot was fatally injured, and the passenger was seriously injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the passenger, he and the pilot had hunted with the helicopter on a previous flight and departed Rexburg-Madison County Airport (RXE), Rexburg, Idaho, intending to overfly the Ririe Reservoir to video a large herd of elk. The pilot was in the front right seat, and the passenger was in the rear cabin area, secured with a harness. The passenger reported that neither he nor the pilot saw the power lines that spanned the frozen reservoir until the helicopter was immediately in front of the power lines. The pilot attempted to “dive underneath” the power lines; however, the main rotor blades struck a power line, and the helicopter subsequently impacted the frozen reservoir (see figure 1). The passenger recalled that the power line must have arrested the fall, because the helicopter only free fell about 30 ft. The passenger stated that he exited unassisted and that the engine was still running after the accident and later shut down on its own. Figure 1. Helicopter wreckage on the frozen reservoir and power lines with two visibility marker balls (highlighted with yellow circles). A witness, who was near the reservoir, reported he saw a black helicopter travelling from the dam [north to south]. He lost sight of the helicopter then heard a “twang sound and a bang.” The witness drove his snow machine to where he could see the black helicopter on the frozen reservoir. He called 911 and assisted the passenger in providing aid to the pilot. A set of power distribution lines (two upper static lines, and three lower phase lines) were located about 188 ft north of the main wreckage. According to a representative of Bonneville Power, the power lines were known as the Swan Valley to Goshen line and crossed the reservoir in an east–west direction. The static wires were about 230 ft above the ice, and the phase lines wereabout 160 ft above the ice. The phase lines were about 1 inch in diameter and were comprised of steel cable with an aluminum outer wrap. Figure 2 illustrates the location of the Swan Valley to Goshen line. Figure 2. Location of the helicopter wreckage and the estimated location of the power distribution lines. Postaccident examination revealed that the two static lines were equipped with orange visibility marker balls, and the lower phase lines were not. One of the three lower phase lines was found fractured and had fallen to the frozen surface of the reservoir. ADS-B data and onboard GPS data showed the helicopter departed RXE about 1618. The helicopter proceeded directly to the Ririe Reservoir dam, crossed the dam about 133 ft above ground level (agl), and continued to the southeast over the reservoir. The last ADS-B data point recorded the helicopter over the reservoir, about 214 ft agl, heading southeast, and about 1.9 miles north of the accident site. The last GPS data point recorded the helicopter adjacent to the power lines at an altitude of about 5,228 ft mean sea level (msl), or about 114 ft agl, and about 49 kts ground speed. An autopsy of the pilot was conducted by the Bonneville County Coroner’s Office, Idaho Falls, Idaho. The cause of death was determined to be traumatic blunt force injuries due to a helicopter crash. The helicopter came to rest on the frozen reservoir on a heading of about 195° magnetic at an elevation of about 5,106 ft msl. The fuselage exhibited crush damage that was consistent with impacting the ice. Both main rotor blades exhibited impact striations consistent with contact by a multi-strand cable. Data downloaded from the engine’s digital electronic control unit revealed nominal power delivery until the final moments of the flight. Postaccident examination of the helicopter revealed no pre-accident mechanical malfunctions or failures that would have precluded normal operation. ## Aircraft - Registration: [N118LG](https://openairdocs.org/deregistered/N118LG-2025-12-05), registration cancelled 2025-12-05, S/N 65107 (OpenAirDocs) - Reported make and model: BELL HELICOPTER TEXTRON CANADA 505 - Registry model: [Bell Helicopter Textron Canada 505](https://openairdocs.org/model/bell-helicopter-textron-canada-505) (registry code 1182165) (OpenAirDocs) - Category: Helicopter - Serial number: 65107 - Engines: Safran Arrius 2R turbo shaft - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Departed: RXE, Rexburg, ID - Destination: Priv, Grace, ID - Equipment: ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: fatal; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: right; restraint: 4-point; toxicology performed; flight hours: 5,600 total, 500 in this make and model - Pilot-rated passenger; age 61; injuries: serious; private; medical: class 3; seat: left; toxicology performed; flight hours: 800 total, 800 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: 900 ft overcast - Temperature: 34 °F, dew point 28 °F - Altimeter: 30.16 inHg - Observed at: KIDA, 15 nm away - METAR: METAR KIDA 202353Z 21012KT 10SM OVC009 01/M02 A3016 RMK AO2 SLP238 T00061022 10017 21006 53010= ## 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 20250220001719A](https://openairdocs.org/incident/20250220001719A), Feb 20, 2025: Bell Helicopter Textron Canada 505, Ririe, ID, Destroyed, 1 fatal. The pilot was engaged in a sight seeing flight with a passenger sitting in the passenger seat with the side door open. The pilot was flying low over Ririe… ## Docket (11 files) The files NTSB released with the investigation on October 16, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=199728. 10.4 MB in all. - Witness statements (item 1, PDF, 5 pages, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20112456&FileExtension=pdf&FileName=Witness%20Statements_all_Redacted-Rel.pdf - ADS-B kml data (item 2, KMZ, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19600577&FileExtension=kmz&FileName=N118LG%20-%2020250220_A04AEC_579814682-Rel.kmz - ADS-B excel data (item 3, XLSX, 477 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19600021&FileExtension=xlsx&FileName=N118LG%20-%2020250220_A04AEC_579814682_ADSB-Rel.xlsx - Interview bonneville power (item 4, PDF, 2 pages, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20111847&FileExtension=pdf&FileName=ROC%20-%20Bonneville%20Power_Redacted-Rel.pdf - Power line owner emails (item 5, PDF, 2 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19600902&FileExtension=pdf&FileName=Powerline%20Owner%20Emails_Redacted-Rel.pdf - Airframe and engine examination report for WPR25FA100 (item 6, PDF, 17 pages, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=21033401&FileExtension=pdf&FileName=Airframe%20and%20Engine%20Examination%20Report-Rel.pdf - Safran final engine examination report (item 7, PDF, 4 pages, 473 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=21012817&FileExtension=pdf&FileName=SafranHE_RA2025-034_N118LG_DECU%20data%20analysis-Rel.pdf - Toxicological report (item 8, PDF, 1 page, 405 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20114180&FileExtension=pdf&FileName=Toxicology%20Report%20WPR25FA100_Redacted-Rel.pdf - Specialist's factual report - cockpit display - recorded flight data (item 9, PDF, 10 pages, 4 photos, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19921183&FileExtension=pdf&FileName=WPR25FA100%20Specialist%27s%20Factual%20Report%20-%20Cockpit%20Display-Rel.pdf - Attachment 1 to specialist's factual report - cockpit display (item 10, CSV, 193 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19921050&FileExtension=csv&FileName=attachment1-Rel.csv - Release of aircraft wreckage, NTSB form 6120.15 (item 11, PDF, 1 page, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20114038&FileExtension=pdf&FileName=6120_15%20Signed_Redacted-Rel.pdf 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.