Bell 206 accident near Greenville, Illinois, November 3, 2022
On November 3, 2022, a 1978 Bell 206 (helicopter), registered N61KH, was substantially damaged in an accident during initial climb near Greenville, Illinois (Greenville airport). It was a business flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The mechanic’s failure to inspect and clean the entire fuel nozzle assembly in accordance with the engine maintenance manual, which resulted in fuel starvation and a partial loss of engine power, an autorotation, and a hard landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 2022
- Place
- Greenville, Illinois · Greenville · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 B, built 1978 · all 206s on the register
- Registration
- N61KH · registry record · serial 2255
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the aerial application helicopter completed operations for the day and stopped to refuel on the way back to the operator’s facility. After refueling and during the initial climb, the pilot reported that he was unable to maintain main rotor rpm. The pilot initiated a 180° autorotation and landed hard on a grass area near a hangar. During the landing, the right-side skid collapsed, the tail boom separated, and the helicopter came to rest upright. The helicopter sustained substantial damage to the fuselage, the tail boom, and the tail rotor system. Examination of the engine revealed that the fuel nozzle inlet screen was contaminated and partially blocked with a buildup of debris. The fuel nozzle assembly had been inspected, as part of the required 150-hour inspection interval, 25.9 hours before the accident. The director of maintenance (DOM) for the operator was interviewed for additional details on how the inspection had been performed. The DOM reported that he had cleaned the fuel nozzle, but not the fuel nozzle inlet screen. When asked specifically about the fuel nozzle inlet screen cleaning, the DOM reported that he, “has not had a chance to get to that yet.” A review of the engine maintenance records showed that the DOM had signed his initials indicating that the fuel nozzle assembly was inspected and cleaned at the required 150-hour inspection interval. The partially blocked fuel nozzle inlet screen with debris likely restricted fuel flow to the engine. The DOM’s failure to clean the entire fuel nozzle assembly, including the fuel nozzle inlet screen, likely resulted in a partial loss of engine power, an autorotation, and a hard landing. Based on the available evidence, it is likely the DOM did not clean the fuel nozzle inlet screen for undetermined reasons.
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
- Attempted remediation/recovery during initial climb
- Aircraft maintenance event during prior to flight
- Attempted remediation/recovery during emergency descent
- Autorotation Off-field or emergency landing
- Hard landing during landing
- Evacuation during post (impact)
- Fuel starvation during initial climb defining event
The NTSB's findings
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- Personnel issues › Action/decision › Action › Forgotten action/omission › Maintenance personnel
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Maintenance personnel
- Aircraft › Aircraft systems › Fuel system › Fuel distribution › Incorrect service/maintenance
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 5,823 hours in all; 1,800 in this make and model; 125 in the last 90 days; 25 in the last 30 days; 5,700 as pilot in command
- Last flight review: March 15, 2022
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 15,537.9 hours
- Last inspection: approved inspection programme, September 30, 2022; 25.9 hours since
- Maximum gross weight: 3,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royce 250-C20B (turboshaft); 33,298 hours total
- Operator: Kash Helicopter Services LLC
The flight
- Departed from: Rushville IL at 11:00 pm
- Runway 36, 4,002 ft by 75 ft
Weather at the time
- Light: night
- Wind: from 140° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 46°F (8°C)
- Altimeter: 30.17 inHg
- Observation at 7:55 pm from KBLV, 28 miles away
Weather report (METAR): KBLV 030055Z 14006KT 10SM CLR 16/08 A3017 RMK AO2A PRESRR SLP220 T01560079 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN23LA025.