Bell 206B accident near Swisshome, Oregon, October 14, 2003
On October 14, 2003 at about 5:45 pm local time, a Bell 206B (helicopter), registered N86W, was substantially damaged in an accident near Swisshome, Oregon. It was an other work-use flight under general aviation rules (Part 91). 2 people were killed. 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. The power line, mountainous terrain with high obstructions (thick trees and underbrush) and the operators failure to maintain a "hazard map" as indicated in their procedures manual were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 2003 · about 5:45 pm local time
- Place
- Swisshome, Oregon · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N86W · no longer on the register · serial 4142
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a low level reconnaissance flight for the Department of Forestry to locate water holes/dip sites for future fire suppression actions, the helicopter collided with an unmarked neutral power line that was strung across the river. The helicopter subsequently collided in the river about 300 feet west of the remaining power lines. The surrounding terrain was mountainous and covered with dense trees and underbrush. The vegetation was in close proximity to the power line towers. Patchy fog and clouds were in the area at the time. The pilot of the helicopter that recovered the wreckage from the river stated that the remaining lines were hard to see and blended in with the vegetation and terrain. Existing maps did not indicate the presence of these lines and the Department of Forestry did not maintain a "hazard map" for the area as indicated in their Aviation Procedures Manual.
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
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 17,500 hours in all; 32 in the last 90 days; 8 in the last 30 days
- Last flight review: February 25, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,282 hours
- Last inspection: 100-hour inspection, June 25, 2003; 82 hours since
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
- Operator: Oregon Department Of Forestry
The flight
- Departed from: EUG Eugene OR at 5:00 pm
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 55°F (13°C), dew point 46°F (8°C)
- Altimeter: 30.21 inHg
- Observation at 5:54 pm from EUG, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.