Robinson Helicopter R44 Raven 1 accident near Scribner, Nebraska, July 18, 2026
On July 18, 2026 at about 2:00 pm local time, a 2001 Robinson Helicopter R44 Raven 1, registered N26EH, was substantially damaged in an accident during maneuvering (low-alt flying) near Scribner, Nebraska (Scribner State airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 1 person was 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 clearance from power lines while maneuvering at low-level altitude during an agricultural operation.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2026 · about 2:00 pm local time · cases in 2026
- Place
- Scribner, Nebraska · Scribner State · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44 Raven 1, built 2001 · all R44 Raven 1s on the register
- Registration
- N26EH · registry record · serial 1128
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported he was conducting aerial pollination in a corn field. Before beginning the pollination, the pilot flew an inspection circuit around the area to identify potential hazards and observed a center-pivot irrigation system and the power lines along the east and west sides of the field. The pilot reported that he completed about 3/4 of the field pollination and had two passes remaining. While turning the helicopter to enter another pass, the pilot focused on the target row, lost sight of the power lines, and the helicopter struck a power line wire with the tail rotor. Following the wire strike, the pilot elected to perform a precautionary landing. During the landing, the helicopter contacted the ground on the right skid, bounced, and yawed slightly to the right before it came to a stop. A post-accident examination of the helicopter revealed substantial damage to the right rear aft strut mounting area, and damage to the pilot seat floor structure at the forward strut attachment. The pilot reported that there was no evidence of any preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
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 (low-alt flying) defining event
The NTSB's findings
- Environmental issues › Physical environment › Object/animal/substance › Wire › Response/compensation
- Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 337 hours in all; 101 in this make and model; 20 in the last 90 days; 20 in the last 30 days; 244 as pilot in command
- Last flight review: March 28, 2026
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,314 hours
- Last inspection: annual inspection, June 15, 2026
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 2,314 hours total
The flight
- Departed from: KSCB Scribner NE at 12:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 73°F (23°C), dew point 68°F (20°C)
- Altimeter: 30.02 inHg
- Observation at 7:15 am from KFET, 13 miles away
Weather report (METAR): METAR KFET 191215Z AUTO 08004KT 10SM SCT065 23/20 A3002 RMK AO2 T02270198=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on October 1, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Pilot's Statement - FAA | PDF, 2 pages | View Download |
| 3 | Photos | PDF, 3 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N26EH on the register today · the tail number may have moved to another aircraft since
- Robinson R44 1,949 registered today · the model family and its accident history
- Engine: Lycoming O-540-F1B5 299 aircraft carry this series today · as the NTSB recorded it
- Scribner State Airport · nearest airport
- Accidents and incidents in Nebraska 763 since 1982 · 108 in the last ten years
- Nebraska 2,950 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN26LA289.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.