Airbus Helicopters H125 (AS 350B3), N704RH, and Robinson R22 Beta, fatal accident occurred on October 29, 2026, near McMinnville Municipal Airport (MMV/KMMV), McMinnville, Oregon

This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N704RH

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=

- History of Flight:
On October 29, 2026, at about 1400 local time, an Airbus Helicopters H125 (AS 350B3), N704RH, and a Robinson R22 Beta helicopter, were both destroyed following a mid-air collision and impact with terrain near McMinnville Municipal Airport (MMV/KMMV), McMinnville, Oregon. The sole pilot onboard the Robinson and the pilot and passenger onboard the AS350 were fatally injured.

The post will be updated when further information is out.

- Pilot Information:
to be written later

- Aircraft information:
to be written later

- Wreckage and Impact Information:
to be written later

- Airport Information:
to be written later

- Weather:
(1) Brief:

(2) METARs:

METAR KMMV 292053Z AUTO 30004KT 3SM -RA BR SCT007 BKN015 OVC028 11/09 A2996 RMK AO2 SLP145 P0009 60009 T01060089 56010

METAR KMMV 292107Z AUTO 31005KT 9SM -RA SCT007 BKN014 OVC042 11/09 A2996 RMK AO2 P0000 T01060089 <<<

METAR KMMV 292115Z AUTO 31005KT 10SM SCT010 BKN040 OVC070 10/08 A2995 RMK AO2 RAE08 P0000 T01000083 <<<<

METAR KMMV 292122Z AUTO 30006KT 8SM -RA FEW007 FEW022 OVC037 10/08 A2995 RMK AO2 RAE08B20 P0000 T01000083

(3) Area Forecast Discussion:

- Additional Information:
No

Collision during takeoff/land: Piper PA-34-220T Seneca III, N134MG, accident occurred on July 24, 2024, near Ogden-Hinckley Airport (OGD/KOGD), Ogden, Utah

• Location: Roy, Utah 
• Accident Number: WPR24LA254 
• Date & Time: July 24, 2024, 15:52 Local 
• Registration: N134MG 
• Aircraft: Piper PA-34-220T 
• Aircraft Damage: Substantial 
• Defining Event: Collision during takeoff/land 
• Injuries: 1 Serious, 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194765/pdf

https://data.ntsb.gov/Docket?ProjectID=194765

On July 24, 2024, about 1552 mountain daylight time, a Piper PA-34-220T airplane, N134MG, was substantially damaged when it was involved in an accident near Roy, Utah. The flight instructor was seriously injured and the pilot receiving instruction sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight instructor and pilot receiving instruction reported that during a local instructional flight, they extended the landing gear; however, the right main landing gear indicator did not show that the landing gear was down and locked. After briefly troubleshooting, they performed a low approach so the airport traffic control tower controller could observe the landing gear condition. After maneuvering near the runway, they extended the upwind leg of the traffic pattern by 2 miles before turning left crosswind. During the crosswind turn, the pilot receiving instruction advanced the power to the left engine, while the flight instructor simultaneously shut down the right engine to avoid damage to the propeller and right engine if the right main landing gear were to collapse upon landing.

The flight instructor reported that after shutting down the right engine, initially the airplane was able to maintain altitude and airspeed with maximum power on the left engine. Once established on downwind, the “over-boost” light illuminated on the annunciator panel, consistent with the operating engine exceeding the manifold pressure limit of 40.5 inches of mercury. The flight instructor told the pilot receiving instruction to retard the throttle to not over-boost the left engine; however, the flight instructor reported that slight movement of the throttle resulted in a decrease in manifold pressure to about 23–25 inches of mercury.

As the airplane passed midfield, the instructor noticed the airplane was unable to maintain altitude and began the steps to restart the right engine; however, due to their altitude and airspeed, he aborted the restart attempt and decided to land on a road south of the runway. The flight instructor took control of the airplane and began to maneuver toward the road. During the landing process, the airplane struck multiple trees and impacted a road before it came to rest upright against a tree in the front yard of a residence.

Postaccident examination of the recovered wreckage revealed no evidence of any preimpact mechanical malfunction that would have precluded normal operation. Damage sustained to the airframe precluded functional testing of the landing gear system. The investigation was unable to determine the reason for the activation of the right main landing gear indicator.

- Probable Cause: The flight instructor's decision to shut down an engine on an extended leg of the airport traffic pattern, which led to a loss of performance and inability to maintain altitude.

Loss of engine power (total): BOT SC07 Speed Cruiser, N814B, accident occurred on November 27, 2024, near Odell Williamson Municipal Airport (60J), Ocean Isle Beach, North Carolina

• Location: Ocean Isle Beach, North Carolina
• Accident Number: ERA25LA062
• Date & Time: November 27, 2024, 13:19 Local
• Registration: N814B
• Aircraft: ALEXANDER S ROLINSKI BOT JOURNEY 
• Aircraft Damage: Substantial
• Defining Event: Loss of engine power (total)
• Injuries: 1 Serious
• Flight Conducted Under: Part 91: General aviation - Flight test

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195559/pdf

https://data.ntsb.gov/Docket?ProjectID=195559

On November 27, 2024, about 1319 eastern standard time, an experimental amateur-built Bot Journey airplane, N814B, was substantially damaged when it was involved in an accident near Ocean Isle Beach, Norh Carolina. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 test flight. 

The pilot, who was also a repairman who had recently completed maintenance on the airplane, reported that the recently installed engine had been running poorly and had previously experienced a loss of power during ground operations. While troubleshooting, the pilot discovered that the carburetor floats were improperly installed, so he replaced the carburetor floats and spark plugs. Maintenance records indicated that the carburetors were repaired three days before the accident, and the engine was reported to have operated satisfactorily following the maintenance. Additional ground runs and high-speed taxi tests were completed without reported anomalies.

On the day of the accident, the pilot planned to perform a functional test flight and reported that all engine indications were normal during the takeoff roll and initial climb. While climbing through about 200 ft msl, the engine lost power without warning. The pilot initiated a left turn in an attempt to remain near the airport and maintain glide speed; however, the airplane descended into trees. The pilot was seriously injured and the airplane's fuselage was substantially damaged during the accident sequence.

A postaccident examination of the engine revealed continuity throughout the crankshaft and valve train, normal compression on all cylinders, and no evidence of lubrication deficiencies, overheating, detonation, preignition, or other internal mechanical malfunctions. Examination of the carburetor for the engine's number 2 and 4 cylinders revealed that its piston slide had seized due to a buildup of oxides in the chamber top cavity where the piston slide shank moved. No contamination was observed within the carburetor, and no other anomalies were revealed during the examination of the engine or fuel system. The engine manufacturer stated that a seized piston slide could result in reduced engine performance, rough engine operation, or improper fuel delivery to the cylinders. Given this information, it is likely that oxide buildup in the carburetor was not identified and remediated during the recent maintenance of the carburetors that had occurred just before the accident, which resulted in the seizure of its piston slide, and the subsequent total loss of engine power during the accident flight.

- Probable Cause: Maintenance personnel's failure to identify and remediate a buildup of oxides in one of the engine's carburetors, which resulted in the seizure of the carburetor's piston slide and a subsequent total loss of engine power during initial climb.

Powerplant sys/comp malf/fail: Zenith Zodiac CH601 HDS, N9853M, accident occurred on December 8, 2024, near Sackman Field Airport (H49), Columbia, Illinios

• Location: Columbia, Illinois
• Accident Number: CEN25FA056
• Date & Time: December 8, 2024, 12:10 Local
• Registration: N9853M 
• Aircraft: Zenith Zodiac CH601 
• Aircraft Damage: Destroyed 
• Defining Event: Powerplant sys/comp malf/fail
• Injuries: 1 Serious 
• Flight Conducted Under: Part 91: General aviation - Flight test 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199394/pdf

https://data.ntsb.gov/Docket?ProjectID=199394

On December 8, 2024, about 1207 central standard time, a Zenith Zodiac CH601 airplane, N9853M, was destroyed when it was involved in an accident near Columbia, Illinois. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he had changed the engine oil pressure sender due to faulty readings, and the accident flight was a post-maintenance test flight. Shortly after takeoff, he observed smoke in the cockpit and smelled burning oil. The engine lost total power and the cabin filled with smoke. He opened the airplane's canopy in an attempt to dissipate the smoke, but then discovered that he was unable to control the airplane. The airplane impacted the ground as the pilot was attempting to return to the airport and was subsequently consumed by a postimpact fire.

Postaccident examination of the engine revealed several holes in the engine case and oil pan that corresponded with a damaged piston assembly, along with thermal damage of the oil pan and case. The No. 3 cylinder connecting rod was found separated from the engine in the debris field, and the  connecting rod journal was black and wiped, consistent with oil starvation. The oil filter was ¼ turn from fully loose and was easily rotated and removed by hand.

The loose engine oil filter and failed connecting rod that exhibited signatures of oil starvation suggest that the pilot failed to properly tighten the engine oil filter after draining and replacing the engine oil after replacing the pressure sender. This resulted in an inflight engine oil leak, smoke entering the cockpit, and the total loss of engine power due to oil starvation.

- Probable Cause: The pilot's failure to secure the engine oil filter following maintenance, which resulted in oil starvation, a total loss of engine power, and impact with terrain.

Fuel starvation: Beechcraft A36 Bonanza, N15PM, accident occurred on June 10, 2025, in Murfreesboro, Tennessee

• Location: Murfreesboro, Tennessee 
• Accident Number: ERA25LA226 
• Date & Time: June 10, 2025, 11:24 Local 
• Registration: N15PM
• Aircraft: Beech A36 
• Aircraft Damage: Substantial 
• Defining Event: Fuel starvation 
• Injuries: 1 Serious, 2 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200299/pdf

https://data.ntsb.gov/Docket?ProjectID=200299

On June 10, 2025, about 1124 central daylight time, a Beech A36 airplane, N15PM, was substantially damaged when it was involved in an accident near Murfreesboro, Tennessee. The private pilot and a passenger were not injured. A second passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. 

The pilot reported that as he descended toward the destination airport, about 35 to 40 miles out, the engine “stuttered.” He switched the fuel tanks, put the mixture in the full rich position, and the engine returned to normal. About 3 to 4 miles from the destination airport, the engine stuttered again and “went almost idle.” He again switched the fuel tanks and ensured that the mixture was full rich, but the engine did not regain power. He declared an emergency and requested to land on the nearest runway. He realized he would not be able to make it to the runway, so he turned left toward a cemetery and attempted a forced landing; however, the airplane impacted trees and came to rest nose down in heavy vegetation.

Postaccident examination of the airplane revealed that 3 gallons of fuel remained in the left fuel tank, which was equal to the unusable quantity for the airplane's individual fuel tanks. The right fuel tank contained 10 gallons. The examination also revealed no evidence of any preimpact mechanical malfunction or failure that would have precluded normal operation. Additionally, a partial-power engine test run was performed using the airplane's fuel system with no anomaly found.

An engine monitor was recovered from the airplane and a review of the data revealed that, based on the assumption that the pilot started the flight with the left fuel tank selected and that there were 77 gallons of fuel onboard at takeoff, the pilot switched the fuel tanks a total of 7 times, resulting in about 13 gallons of fuel being consumed from the right fuel tank and about 32 gallons of fuel being consumed from the left tank.  Based on this calculation, and the 3 gallons of fuel recovered from the left fuel tank after the accident, it is likely that there was only unusable fuel remaining in the left wing fuel tank when the engine lost power. Additionally, the right fuel tank would have contained at least 7 gallons of usable fuel at the time the engine lost power. The pilot indicated that when he lost engine power, he did not attempt to restart the engine because he believed it was running but that it did not have any power. If the pilot had attempted to restart the engine with the right fuel tank selected, the engine likely would have regained power.

- Probable Cause: The pilot's mismanagement of available fuel, which resulted in fuel starvation and a subsequent loss of total engine power.

Loss of control in flight: Robinson R44 Raven II, N233WT, accident occurred on September 15, 2024, near Basin, Montana

• Location: Basin, Montana
• Accident Number: WPR24LA307 
• Date & Time: September 15, 2024, 17:15 Local 
• Registration: N233WT Aircraft: ROBINSON HELICOPTER COMPANY R44 II
• Aircraft Damage: Substantial 
• Defining Event: Loss of control in flight 
• Injuries: 3 Serious 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195135/pdf

https://data.ntsb.gov/Docket?ProjectID=195135

On September 15, 2024, about 1715 mountain daylight time, a Robinson Helicopter Company R44 II helicopter, N233WT, was substantially damaged when it was involved in an accident near Basin, Montana. The pilot and two passengers were seriously injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was departing from a high-altitude, confined, off-airport site with 2 passengers. The pilot stated that the helicopter was under its maximum gross weight, and he calculated that the helicopter would be able to hover and take off up to about 7,700 ft mean sea level (msl), about 600 ft above the field elevation.

During multiple attempts to climb from a hover, the full throttle light on the annunciator panel illuminated; the light would then extinguish when the helicopter altitude was closer to the ground. After some discussion between the pilot and his passengers about the best way to depart the site, the pilot decided to initiate a maximum performance turning takeoff from a hover. Shortly after liftoff, while in a hover, the pilot initiated a climb and the full throttle light illuminated again. The helicopter yawed slightly to the right and continued a slow climbing right turn.

The engine and rotor rpms decreased to 95% during the climbing turn. About 2 seconds later, the engine and rotor rpms dropped to about 90%. After turning 270° from its original takeoff heading, the helicopter shallowed its right turn and, after another 2 seconds, the rpms dropped to about 85%. About 4 seconds later, the altimeter showed that the helicopter climbed to about 100 ft above ground level (agl) and increased its right turn rate. The helicopter impacted terrain about 18 seconds later, with the engine and rotor rpms indicating approximately 60%.

The pilot thought there might have been issues regarding the fuel that was used during the accident flight. However, the investigation was unable to determine whether the fuel was contaminated or of substandard quality.

The manufacturer's performance charts revealed that the helicopter had in-ground effect hover capability under the conditions of the accident takeoff; however, the helicopter did not have out-of-ground effect hover capability. Furthermore, the pilot knew from multiple attempts to climb from a hover that the helicopter was reaching full throttle and could not continue climbing. Instead of following through with alternative options to safely depart the mountain site, the pilot decided to perform a maximum-power takeoff with limited engine performance. As a result, the helicopter could not maintain the engine and rotor rpms, which resulted in the helicopter settling and subsequently impacting terrain.

- Probable Cause: The pilot's decision to continue performing a high-performance takeoff in a full throttle and low-rotor-rpm condition, which resulted in a loss of control and subsequent impact with terrain.

Unknown or undetermined: Glasair III, N121CH, accident occurred on August 3, 2026, at Oxford County Regional Airport (81B), Oxford, Maine

• Location: Oxford, Maine 
• Accident Number: ERA24LA335
• Date & Time: August 3, 2024, 11:25 Local 
• Registration: N121CH 
• Aircraft: Hendrickson Glasair 3 
• Aircraft Damage: Substantial 
• Defining Event: Unknown or undetermined
• Injuries: 1 Serious
• Flight Conducted Under: Part 91: General aviation - Flight test 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194836/pdf

https://data.ntsb.gov/Docket?ProjectID=194836

On August 3, 2024, about 1125 eastern daylight time, an experimental, amateur-built Glasair 3 airplane, N121CH, was substantially damaged when it was involved in an accident near Oxford, Maine. The airline transport pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 test flight.

The purpose of the flight was to evaluate the experimental airplane's takeoff and landing performance in accordance with the experimental aircraft phase one flight testing program. Following normal engine run-up and ground operations, and after multiple takeoffs and landings at another airport without incident, the pilot returned to the departure airport.

While on the downwind leg of the airport traffic pattern, the pilot noted some engine roughness after reducing the engine power to 25 inches manifold pressure. He attempted to troubleshoot the problem with the ignition switches and the fuel selector. After returning the magnetos to the BOTH position, the engine lost all power. He turned the airplane toward the airport while again checking the ignition switches, then focused on performing a forced landing.

The airplane did not have enough altitude and airspeed for the pilot to safely glide the remaining distance to the runway; after clearing a line of trees, the airplane impacted the perimeter road, struck a fence, and slid on its belly into the runway overrun area, stopping 100 ft short of the threshold. The airplane sustained substantial damage to the wings and fuselage.

Postaccident examination of the airplane did not reveal any anomalies that would have prevented normal operation. Examination of the engine and all of its components was performed at the manufacturer, and two engine runs in a test cell were performed satisfactorily. The reason for the loss of engine power could not be determined.

- Probable Cause: A loss of engine power for reasons that could not be determined.