Bell UH-1B accident near Arbuckle, California, June 23, 2000
On June 23, 2000 at about 11:30 am local time, a Bell UH-1B (helicopter), registered N807SB, was destroyed in an accident near Arbuckle, California. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the partial failure of the tail rotor pitch change control rod that resulted in an attempted run-on landing in dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2000 · about 11:30 am local time
- Place
- Arbuckle, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bell UH-1B · all UH-1Bs on the register
- Registration
- N807SB · no longer on the register · serial 62-1960
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The helicopter pilot took off about 0415 from a chemical loading site, made a left turn, and departed to spray a sunflower field. Subsequently the wreckage was located 1/2 mile west of the field. The helicopter collided with level farm terrain while in a descent. The horizontal and vertical stabilizers and tail rotor assembly appeared to be undamaged. The main rotor mast had rotated about 45 degrees forward, and symmetrical upward crushing of the cabin area occurred. A postaccident examination of the helicopter was conducted. The anti-torque control system examination revealed a tail rotor pitch change shaft's AN320 castellated shear nut stripped from the rotor end of the shaft. The threads were still intact on the shaft but missing from the nut. The shaft cotter pin hole retained the sheared portions of the cotter pin. The shearing force came from an unknown source. An ongoing wear imprint from the shaft end, into the castle nut, was noted by the lab report. Nut damage to the interior of the pitch change cap was also found during the wreckage examination.
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
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,205 hours
- Last inspection: approved inspection programme, June 19, 2000; 2 hours since
- Maximum gross weight: 8,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming T53-L13B (turboshaft); 0 hours total
- Operator: Pacific Valley Aviation
The flight
- Departed from: NONE CA at 11:15 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 2 statute miles
- Sky: not recorded
- Temperature: 138°F (59°C), dew point 135°F (57°C)
- Altimeter: 29.00 inHg
- Observation at 7:46 pm from CIC, 46 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.