Robinson Helicopter R44 accident near Mineral Point, Wisconsin, July 20, 2021
On July 20, 2021 at about 6:30 pm local time, a 2002 Robinson Helicopter R44, registered N44XB, was substantially damaged in an accident during maneuvering (low-alt flying) near Mineral Point, Wisconsin. 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 see and avoid a wire during an aerial application flight, resulting in a collision with the wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2021 · about 6:30 pm local time
- Place
- Mineral Point, Wisconsin · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44, built 2002 · all R44s on the register
- Registration
- N44XB · registry record · serial 1215
- 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 of the helicopter was conducting agricultural application when he noticed the oil pressure light flickering just before making the 180o turn for his next run, and he turned toward a cornfield and made a precautionary landing. The pilot reported that the landing was soft, but the spray boom broke during landing. Two witnesses reported that the helicopter was maneuvering at low altitude and struck a wire before landing in the cornfield. They both reported that the pilot got out and examined the helicopter, got back in, took off, and departed the area. Photographs taken by a Federal Aviation Administration inspector showed that the helicopter sustained substantial damage to the main rotor blades. The pilot reported that he did not feel the impact of the rotor blades with the wire.
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) defining event
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 0 hours total
- Operator: Mf Helicopters LLC
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 30.09 inHg
- Observation at 4:30 pm from KMRJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on November 17, 2021. 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 | (Excerpts) Sherriff's Incident Report | PDF, 5 pages | View Download |
| 2 | FAA Photos | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.