Bell 206B accident near Hershey, Pennsylvania, April 27, 2012
On April 27, 2012 at about 12:45 pm local time, a Bell 206B (helicopter), registered N16EP, was substantially damaged in an accident during maneuvering near Hershey, Pennsylvania. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's diverted attention while performing aerial application at low altitude, which resulted in controlled flight into terrain. Contributing to the accident was the pilot’s failure to adjust the control friction to the position he was accustomed.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 27, 2012 · about 12:45 pm local time
- Place
- Hershey, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N16EP · no longer on the register · serial 3081
- 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 reported that before the accident flight, there was a trainee pilot in the agricultural application helicopter who preferred no friction on the controls. Once the trainee pilot left, the accident pilot forgot to adjust the control friction. During the accident flight, the helicopter was spraying a wheat field at 55 mph and about 10 feet above the ground. The pilot let go of the collective to adjust the helicopter's computer. The collective subsequently lowered and the helicopter impacted terrain, coming to rest on its side, with the tail boom separated. The pilot stated that there were no preimpact mechanical malfunctions or failures that would have prevented normal operation.
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
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- factor Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 4,900 hours in all; 2,900 in this make and model; 12 in the last 90 days; 12 in the last 30 days; 4,800 as pilot in command
- Last flight review: April 9, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Last inspection: annual inspection, February 29, 2012
- Maximum gross weight: 3,200 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce 250-C20B (turboshaft); 0 hours total
- Operator: AG Air LLC
The flight
- Departed from: THV York PA at 11:45 am
- Destination: THV York PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 14 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 4,800 ft
- Temperature: 48°F (9°C), dew point 27°F (-3°C)
- Altimeter: 29.95 inHg
- Observation at 12:56 pm from CXY, 10 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.
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.