Bell 47G accident near Pendleton, Oregon, December 10, 1996
On December 10, 1996 at about 5:30 pm local time, a Bell 47G (helicopter), registered N4758R, was destroyed in an accident near Pendleton, Oregon. It was a positioning flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot-in-command's attempt to conduct visual flight into instrument meteorological conditions, and his failure to maintain altitude/clearance with hilly terrain. A contributing factor in the accident was the presence of fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 1996 · about 5:30 pm local time
- Place
- Pendleton, Oregon · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell 47G · all 47Gs on the register
- Registration
- N4758R · no longer on the register · serial 6836
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Two restricted-category helicopters, each flown by a commercial pilot, departed from a controlled airport during VFR conditions and began performing an agricultural spraying operation at a local ranch. Later that morning, the weather conditions worsened as patchy fog began to move into the area. Both pilots ceased the spraying operation due to the weather, and each landed at the ranch. One of the pilots (second pilot) secured his helicopter and boarded the other pilot's (first pilot) helicopter with the intention of flying back to the controlled airport. A dog was also on board the helicopter. During the return flight, the first pilot contacted the airport control tower and reported that he was 'on top...looking for a hole' in the fog. The helicopter impacted hilly terrain and was destroyed. An examination of the wreckage did not reveal any evidence of preimpact mechanical malfunctions. The helicopter was not equipped for instrument flight.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,200 hours
- Last inspection: annual inspection
- Maximum gross weight: 2,850 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming TVO-435-F1A (piston); 0 hours total
- Operator: Wildhorse Helicopters, INC.
The flight
- Departed from: Pendleton WA at 4:00 pm
- Destination: PDT Pendleton OR
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 0.2 statute miles
- Sky: broken clouds at 200 ft; not recorded
- Temperature: 39°F (4°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 5:56 pm from PDT, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.