Bell 206 accident near Ashland, Oregon, January 23, 2019
On January 23, 2019 at about 7:43 pm local time, a 1989 Bell 206 (helicopter), registered N8227J, was substantially damaged in an accident during maneuvering (low-alt flying) near Ashland, Oregon (Rogue Valley Medical Center airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's decision to continue visual flight into deteriorating weather, which resulted in an encounter with instrument meteorological conditions and spatial disorientation leading to a loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 2019 · about 7:43 pm local time
- Place
- Ashland, Oregon · Rogue Valley Medical Center · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell 206 L3, built 1989 · all 206s on the register
- Registration
- N8227J · no longer on the register · serial 51313
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was for the pilot to accrue flight-time to fulfill annual flight-time insurance requirements. Radar data indicate that, after departure, the pilot flew the helicopter generally to the south of the departure airport, where the helicopter made various low-level maneuvers and then began to follow a highway northward. The helicopter made several turns during the final two minutes of recorded radar data before the last recorded data point, which was near to the accident site. Examination of the wreckage found no evidence of any engine or airframe anomalies that may have contributed to the accident. At the time of the accident, weather forecasts and advisories for the accident area predicted areas of instrument meteorological conditions (IMC) and mountain obscuration and various cameras in the area captured images of low ceilings, fog, and obscuration. There was no record the pilot obtained a preflight weather briefing on the day of the accident. Had he obtained such a briefing, he likely would have been aware of the possibility of encountering below minimum weather conditions for helicopter operations. The circumstances of the accident are consistent with the pilot encountering IMC, subsequently becoming spatially disoriented, and losing control of the helicopter.
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
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Clouds › Effect on personnel
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Fog › Decision related to condition
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Psychological › Perception/orientation/illusion › Spatial disorientation › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 18,011 hours in all; 4,458 in this make and model; 29 in the last 90 days; 15 in the last 30 days; 13,897 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,088 hours
- Last inspection: 100-hour inspection, July 14, 2018; 6 hours since
- Maximum gross weight: 3,914 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls Royce M250-C30P (turboshaft); 2,904 hours total
- Operator: Erickson Helicopters Inc
The flight
- Departed from: OR99 Medford OR at 5:20 pm
- Destination: OR99 Medford OR
Weather at the time
- Light: daylight
- Visibility: 4 statute miles
- Sky: overcast at 900 ft; not recorded
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 30.50 inHg
- Observation at 7:53 pm from KMFR, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on May 12, 2022. 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 | Meteorology Factual Report | PDF, 35 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 3 | radar Data | map file | Download |
| 4 | Record of Conversations | PDF, 3 pages | View Download |
| 5 | Investigation Supplemental Documents | PDF, 20 pages | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 7 | Toxicological Report | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N8227J the same tail number, which may have belonged to a different aircraft at the time
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.