Bell 206B accident near Tamaroa, Illinois, July 19, 2013
On July 19, 2013 at about 2:30 pm local time, a Bell 206B (helicopter), registered N23L, was substantially damaged in an accident during maneuvering near Tamaroa, Illinois. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from terrain during an agricultural application maneuver.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2013 · about 2:30 pm local time
- Place
- Tamaroa, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N23L · no longer on the register · serial 3582
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot took off on the aerial application flight, flew the helicopter about 1/4 mile to the assigned field, and completed an initial application pass. The pilot recalled that the helicopter was approaching the point at which he intended to reverse course for the next spray run; however, he did not recall the accident sequence. The accident site was located about 1/4 mile south of his planned turning point in an adjacent farm field. The pilot commented that the terrain was "flat" with corn about 8 feet tall. He also noted that the helicopter was "performing great" with no known problems before the accident. A postaccident examination did not reveal any anomalies consistent with a preimpact malfunction or failure.
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
- Low altitude operation/event during maneuvering (low-alt flying)
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: airline transport pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,235 hours in all; 4,600 in this make and model; 36 in the last 90 days; 8 in the last 30 days; 4,729 as pilot in command
- Last flight review: February 7, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 17,743 hours
- Last inspection: 100-hour inspection, May 31, 2013
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 16,216 hours total
- Operator: Kash Helicopter Services LLC
The flight
- Departed from: PVT Tamaroa IL at 2:28 pm
- Destination: PVT Tamaroa IL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 72°F (22°C)
- Altimeter: 30.04 inHg
- Observation at 2:35 pm from MVN, 21 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.
Other NTSB records under N23L 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.