Bell UH1B accident near Williams, California, June 21, 2017
On June 21, 2017 at about 3:40 pm local time, a 1962 Bell UH1B (helicopter), registered N6180A, was substantially damaged in an accident during maneuvering (low-alt flying) near Williams, California. 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 transmission wires while maneuvering at a low altitude during an agricultural application flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 2017 · about 3:40 pm local time
- Place
- Williams, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell UH1B, built 1962 · all UH1Bs on the register
- Registration
- N6180A · registry record · serial 62-1994
- 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 helicopter pilot reported that, while maneuvering at a low altitude during an agricultural application flight, he "forgot to duck" for some nearby transmission wires. The tail rotor struck the transmission wires, and the helicopter impacted terrain. The helicopter sustained substantial damage to the tailboom. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded 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
- Miscellaneous/other during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on operation
- Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; rotorcraft: helicopter
- Last flight review: October 3, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 15,178 hours
- Last inspection: 100-hour inspection, April 18, 2017
- Maximum gross weight: 8,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T-53-13B (turboshaft); 0 hours total
- Operator: Jones Aviation INC
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 29.75 inHg
- Observation at 3:53 pm from KMYV, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on July 27, 2017. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Memorandum for Record – Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | Accident Photo | PDF, 1 page | 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.