Bell 206B3 accident near Ballston, Oregon, November 19, 1996
On November 19, 1996, a Bell 206B3 (helicopter), registered N921RB, was substantially damaged in an accident near Ballston, Oregon. It was an other work-use flight under external-load helicopter rules (Part 133). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 1996
- Place
- Ballston, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B3 · all 206B3s on the register
- Registration
- N921RB · no longer on the register · serial 2742
- Damage
- Substantial damage
- Flight
- Other work-use flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
Witnesses observed the helicopter begin a left turn from north to west, then begin rotating to the left, after lifting an external load of Christmas trees. The helicopter rotated about 1 to 1 1/2 turns, then impacted the ground on its left side. Local winds at the time were from the southeast at 5 to 15 knots, according to the witnesses. On-site investigators found no evidence of airframe or engine malfunction, and noted dirt and packed mud in the engine compressor. The pilot, who was seriously injured, had no recollection of the accident sequence. In a test run of the engine at the manufacturer's facilities, the engine would not produce more than normal cruise power, but the manufacturer's test report stated that the only observable cause for this was extensive foreign object damage to the inlet guide vanes and first stage compressor blades. The engine fuel control and governor were also functionally tested and found to be slightly out of limits at certain test points, but the manufacturer stated that the exceedances observed would not significantly affect engine power output.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,500 hours in all; 5,500 in this make and model; 9,200 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,284 hours
- Last inspection: annual inspection, April 2, 1996; 569 hours since
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 021° at 6 knots
- Visibility: 4 statute miles
- Sky: overcast at 2,300 ft; scat at 500 ft
- Temperature: 41°F (5°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.