Bell UH 1B accident near Detroit, Oregon, September 16, 2013
On September 16, 2013 at about 10:35 pm local time, a 1962 Bell UH 1B (helicopter), registered N204UH, was substantially damaged in an accident during maneuvering (low-alt flying) near Detroit, Oregon. It was an external-load flight under external-load helicopter rules (Part 133). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The fatigue failure of the upper two tailboom attachment points, which resulted in the tailboom separating from the fuselage during logging operations. Contributing to the accident was poor maintenance throughout the helicopter’s operational life.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2013 · about 10:35 pm local time
- Place
- Detroit, Oregon · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH 1B, built 1962 · all UH 1Bs on the register
- Registration
- N204UH · registry record · serial 62-2034
- Damage
- Substantial damage
- Flight
- External-load flight · external-load helicopter rules (Part 133)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported that, when the helicopter was just above the trees during an external load logging operation, they either observed or heard the load of logs release early and impact the ground hard. Witnesses then observed the helicopter's tailboom separate from the fuselage and descend through the trees. The fuselage impacted the ground inverted, and the tailboom came to rest about 140 ft away. A mechanic reported that the pilot had indicated before the flight that the helicopter felt like it "shuffled" during translational lift; however, the mechanic suspected that the transmission mounts were starting to wear and would need to be changed at a later date. Postaccident examination of the airframe and engine revealed control continuity throughout the airframe except for a portion of the tail rotor drive shaft that extended from the transmission, which was not found. The tailboom had separated from the aft fuselage at the tailboom attachment points. The lower two tailboom attachment fittings exhibited features consistent with overstress failure and did not show indications of fatigue and/or other failure modes. The upper two tailboom attachment fittings both contained fatigue cracks throughout almost the entire fracture surface. The pilot purchased the helicopter about 3 years before the accident; that same year, the helicopter was issued a new airworthiness certificate. According to the Federal Aviation Administration, the previous owner had relinquished the helicopter's airworthiness certificate to avoid punitive action for poor maintenance of the helicopter. Maintenance records located within the helicopter did not contain sufficient information to determine when the most recent maintenance was performed; however, the documents did reveal that several component inspections were not completed within the manufacturer's recommended time. It is likely that long-term, inadequate maintenance of the helicopter contributed to the failure and separation of the tailboom.
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
- Part(s) separation from AC during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Aircraft › Aircraft structures › Fuselage › Fuselage attach fittings sys › Fatigue/wear/corrosion
- cause Aircraft › Aircraft structures › Fuselage › Rotorcraft tail boom › Fatigue/wear/corrosion
- cause Aircraft › Aircraft structures › Fuselage › Rotorcraft tail boom › Not serviced/maintained
- factor Aircraft › Aircraft structures › (general) › (general) › Not serviced/maintained
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 19,000 hours in all; 14,000 in this make and model
- Last flight review: May 19, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming T5313B (turboshaft); 0 hours total
The flight
- Departed from: Detroit OR
- Destination: Detroit OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 29.94 inHg
- Observation at 10:56 pm from SLE, 38 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.