Bell 206L-3 accident near Logsden, Oregon, January 15, 2026
On January 15, 2026 at about 4:37 pm local time, a 1989 Bell 206L-3 (helicopter), registered N868H, was substantially damaged in an accident during initial climb near Logsden, Oregon. It was an external-load flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadvertent entanglement of a long line with the skid, which resulted in a loss of flight control. Contributing to the accident was the use of nylon lines instead of steel cables to secure the bucket.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 15, 2026 · about 4:37 pm local time
- Place
- Logsden, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206L-3, built 1989 · all 206L-3s on the register
- Registration
- N868H · registry record · serial 51318
- Damage
- Substantial damage
- Flight
- External-load flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During an aerial application reconnaissance flight, the helicopter departed with a fertilizer bucket attached which was held on by three nylon lines. As the helicopter lifted off and climbed out, the pilot noticed initially that all three nylon lines were hanging downward and moving appropriately with the bucket. The pilot continued to climb out and turned slightly to the right, away from obstacles. However, at this time, the pilot realized that the helicopter was not responding correctly to his flight control inputs. Looking in the mirror, he noticed that the bucket was hanging at a 45° angle and that one of the nylon lines connected to the bucket was wrapped over the right front skid and up against the cross-tube. The helicopter remained in a constant right turn and the pilot struggled to maintain control. He then attempted to release the bucket, but subsequently the helicopter impacted terrain and sustained substantial damage to the fuselage and main rotor blades. The pilot reported no preimpact mechanical anomalies or malfunctions that could have precluded normal operation. He further stated that the nylon lines used to secure the bucket were lighter weight than the steel cable lines normally used and moved substantially in the airflow.
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
- Miscellaneous/other during initial climb defining event
- Loss of control in flight during initial climb
- Collision with terrain or object (not controlled flight into terrain) during initial climb
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- Personnel issues › Action/decision › Action › (general) › Other
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 15,344 hours in all; 141 in this make and model; 46 in the last 90 days; 7 in the last 30 days; 14,499 as pilot in command
- Last flight review: November 27, 2024
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 8,463.8 hours
- Last inspection: 100-hour inspection, August 28, 2025
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls Royce 250-C30P (turboshaft); 8,268 hours total
- Operator: Weyerhaeuser Nr CO
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 3 knots
- Visibility: 0.5 statute miles
- Sky: vv at 200 ft
- Temperature: 36°F (2°C), dew point 36°F (2°C)
- Altimeter: 30.39 inHg
- Observation at 8:54 am from KEUG, 12 miles away
Weather report (METAR): KEUG 151654Z 12003KT 1/2SM FG VV002 02/02 A3039 RMK AO2 SLP295 T00170017 RVRNO $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Helicopter wreckage in a grass field as viewed from the front.
Photograph 2 – Helicopter wreckage as viewed from the top front side with nylon cord wrapped around right skid.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on July 15, 2026. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Accident Photographs | PDF, 3 pages · our copy | 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 N868H 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.