Monday the 2nd of February, 2026

NTSB Prelim: Bell Helicopter Textron 206L-1

Upon Touchdown, The Skids Teetered Aft, So He Brought The Helicopter To A Hover, Then Increased Power To Depart

Location: Kamas, UT Accident Number: WPR26FA082
Date & Time: January 18, 2026, 15:10 Local Registration: N138DD
Aircraft: Bell Helicopter Textron 206L-1 Injuries: 1 Serious, 3 Minor
Flight Conducted Under: Part 91: General aviation - Personal

On January 18, 2026, about 1510 mountain standard time, a Bell 206L-1, N138DD, was substantially damaged when it was involved in an accident near Kamas, Utah. The pilot and three passengers received minor injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot of the 206L-1, he and another pilot planned to fly their respective helicopters to a mountain lodge for lunch. The other pilot was operating a Robinson R66 helicopter with two passengers onboard. Preliminary ADS-B data retrieved from a commercially available third-party source showed the 206L-1 departing from Skypark Airport (BTF), Bountiful, Utah about 1236. The pilots proceeded to Daniels Summit Lodge, Heber, Utah, where they arrived about 1300 and remained until about 1450. After departing the lodge, the flight-of-two proceeded to Wolf Creek Summit.

The R66 pilot stated he landed first in a large snow-covered area when they arrived at Wolf Creek Summit. According to the 206L-1 pilot, he prepared to land by conducting a power check and determined that the wind was light, and the helicopter had adequate power. The 206L-1 pilot then landed about 100 ft behind the R66. Upon touchdown, the skids teetered aft, so he brought the helicopter to a hover, then increased power to depart. While about 150 ft above ground level and above effective translational lift, the helicopter began to rotate clockwise about its vertical axis despite full application of left anti-torque pedal and lowering the collective. The helicopter impacted trees and descended to the snow-covered terrain.

Multiple videos, captured by witnesses near the accident site, recorded the helicopter in the air, rotating about its vertical axis before it impacted trees and descended to the ground. Postaccident examination revealed the helicopter came to rest on its left side on soft snow, surrounded by trees of about 40 to 50 ft in height, at an elevation of about 9,450 ft mean sea level. All major components remained on or near the main wreckage. The tailboom separated from the fuselage.

The aft end of the tailboom, that included the tail rotor gearbox and tail rotor assembly, separated from the tailboom. One tail rotor blade was about 50 ft from the main wreckage. The other tail rotor blade was not recovered. At least one main rotor blade fractured into multiple sections, while the other was partially buried in the soft snow.

The helicopter was recovered to a secure facility for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Beech A36

ADS-B Data Showed That About That Time, The Airplane Entered A Rain Shower Followed By A Descending Right Turn Before Radar Contact Was Lost

Location: Sabine Pass, TX Accident Number: CEN26FA086
Date & Time: January 8, 2026, 14:31 Local Registration: N5677X
Aircraft: Beech A36 Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On January 8, 2026, about 1431 central standard time, a Beech A36 airplane, N5677X, was substantially damaged when it was involved in an accident near Sabine Pass, Texas. The pilot was fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.

The airplane departed the Jennings Airport (3R7), Jennings, Louisiana, at 1351, and was en route to the Scholes International Airport (GLS), Galveston, Texas, at an altitude of 6,000 ft mean sea level (msl). The pilot had filed an instrument flight rules flight plan and was in radio communications with Houston Terminal Radar Approach Control (TRACON). At 1430, the pilot was given a clearance to descend to 4,000 ft msl, which was acknowledged by the pilot. ADS-B data showed that about that time, the airplane entered a rain shower followed by a descending right turn before radar contact was lost. A U.S. Coast Guard crew subsequently found the wreckage in a marsh between Salt Lake and Knight Lake following a brief search.

The debris field consisted of four main sections which were distributed over an area about 360 ft long and 160 ft wide. The first section included the left wing and aileron that had fractured at the wing root. The second section included the outboard right wing separated near the mid spar and the right pilot’s seat. The third section included the propeller, engine, cowling, and cockpit instrumentation which were submerged in the marshy terrain. The final section included the aft cabin and empennage (see Figure 2). Smaller portions of doors, insulation, and aileron were located between the major wreckage areas. There was no evidence of fire. The flaps appeared to be in the retracted position.

The airplane was retained for further examination.

FMI: www.ntsb.gov

 

 

NTSB Prelim: Piper PA-28-140

Airplane Impacted Terrain In A Wooded Area About 693 Ft East Of The Departure End Of Runway 18 At M41

Location: Holly Springs, MS Accident Number: CEN26FA093
Date & Time: January 18, 2026, 16:40 Local Registration: N6711J
Aircraft: Piper PA-28-140 Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Instructional

On January 18, 2026, about 1640 central standard time, a Piper PA28-140 airplane, N6711J, was destroyed when it was involved in an accident near Holly Springs, Mississippi. The flight instructor and student pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the airport manager, the airplane had departed Holly Springs-Marshall County Airport (M41), Holly Springs, Mississippi, after doing several touch and go landings. There was no ADS-B data available for the accident flight.

The airplane impacted terrain in a wooded area about 693 ft east of the departure end of runway 18 at M41. The first identified impact point was a pine tree about 185 ft south of the main wreckage. The airplane struck numerous pine trees along the impact path. Five branches were located at the site varying from .75 to 2 in diameter with clean cut marks and black paint transfer consistent with the airplane’s propeller. No ground impact marks were found at the accident site. A post-impact fire consumed a large portion of the airframe. The flight instruments and flight controls were thermally damaged or destroyed. The manual flap selector was thermally damaged and was found in the full flap (40 degree) position. The fuel selector valve was selected to the right fuel tank position and functioned normally when tested with low-pressure air.

Flight control continuity was confirmed for the flight controls. The stabilator trim cables were continuous from the empennage to the forward cabin location. The stabilator trim actuator control rod was extended 1.6 in on the top side of the actuator, which was consistent with a partial nose up trim position.

The airplane was equipped with a Lycoming O-320-E3D reciprocating engine. The engine remained attached to the engine mount. The propeller assembly was partially embedded in soft dirt. Engine control cable continuity was confirmed from the firewall forward to both the mixture and throttle arms of the engine’s carburetor. The mixture was found halfway between lean and rich while the throttle arm was found at a partial power setting. The engine primer control was found within the wreckage in the forward and locked position.

The spark plugs were removed from their respective cylinders. The spark plugs had normal wear patterns, and the coloration was consistent with normal engine operation. The lower plugs on cylinder Nos. 1 and 2 were oil soaked consistent with the oil drained from each cylinder upon removal. The lower spark plug for cylinder No. 3 was found impact fractured below the ignition harness nut. Examination of each cylinder was completed with a borescope with no anomalies found. Thumb suction and compression was confirmed on all cylinders by rotating the propeller in the direction of engine rotation. With all rocker box covers removed, all rocker arms moved freely and through their full range of motion with no anomalies found.

The oil lines to the oil cooler were found attached. The oil filter was found attached to the accessory section and safety wired but thermally damaged. The filter was removed, cut open, and inspected. The filter element had burned, but no metallic particles were noted between the remains of the filter pleats. The oil suction screen plug was found tight and secured to the oil sump with safety wire. Once removed, the screen was found free and clear of any debris. The oil filler neck was consumed by fire with only the metal dipstick remaining within the engine case. Oil was present in the oil sump, but total quantity was not determined.

Both magnetos were present, secure, and exhibited varying degrees of thermal damage to their aluminum housing. The magnetos were removed and an attempt to rotate them by hand was made. During the attempt, friction was present and both magnetos would bind during rotation. The left-hand magneto was disassembled, and thermal damage was noted internally. The right-hand magneto suffered a higher degree of thermal damage to its aluminum housing and was not disassembled.

The engine driven fuel pump was found attached to the rear accessory section of the engine and exhibited thermal damage. All fuel lines were found attached, but the aluminum housing showed signs of melting and deformation. During disassembly of the engine driven fuel pump, the gaskets and diaphragms were found thermally damaged. The fuel pump activation rod was found present within the accessory case and moved freely with rotation of the engine’s crankshaft.

The airplane was equipped with a Power Flow Systems Exhaust. The exhaust system was cut free from the engine at each cylinder and checked for blockage. The exhaust system was found free of any blockages or anomalies. All intake pipes were removed and found free and clear of blockage or debris.

The carburetor remained attached to the lower side of the engine. The airbox and air duct hoses were found impact or thermally separated. The carburetor was removed from the engine and examined. The float bowl was removed from the carburetor, and no fuel or fluid was found in the bowl. No sediment was present and the brass floats were free of damage or deformation.

The needle and seat were present. The seat was free and clear of any damage but showed discoloration consistent with thermal damage. The needle tip was deformed consistent with exposure to the post impact fire.

The propeller assembly was found partially embedded in the ground. Both blades remained attached to the propeller hub and the propeller was largely intact. The propellor exhibited slight thermal discoloration to one blade on the cambered side. No observable bending or deformation was noted to either blade. Slight chordwise scratches and smears were noted and consistent with cut pine branches found at the accident site.

The wreckage was retained for further examination.

FMI: www.ntsb.gov