Bell OH-58C accident near Panama City, Florida, April 13, 2001
On April 13, 2001 at about 1:10 am local time, a Bell OH-58C (helicopter), registered N91335, was substantially damaged in an accident near Panama City, Florida. It was a public-use flight under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The poor in-flight planning by the pilot for failure to maintain adequate airspeed while maneuvering to begin spray operations resulting in the loss of tail rotor effectiveness, subsequent in flight loss of control, and in flight collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2001 · about 1:10 am local time
- Place
- Panama City, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH-58C · all OH-58Cs on the register
- Registration
- N91335 · no longer on the register · serial 70-15345
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the first flight departed at 1915 to spray chemical for mosquitoes but returned due to plugged spray nozzles that he noted midpoint of the second spray pass. Without securing the engine, the plugged nozzles were replaced and the flight departed to again spray chemical. After takeoff while flying about 200-250 feet above ground level (agl) at an indicated airspeed of 30-40 knots, with a 10-15 knot wind from the southeast, he began a left turn to line up for his spray swath. The helicopter yawed 20-30 degrees to the right which could not be corrected with full left anti-torque pedal input. He lowered the collective in an attempt to recover but with insufficient altitude, the helicopter collided with trees then the ground. He further stated that there was no engine or flight control malfunction and the right yaw is a characteristic of "loss of tail rotor effectiveness."
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: multi-engine land; single-engine land; rotorcraft: helicopter
- Flight time: 1,221 hours in all; 353 in this make and model; 20 in the last 90 days; 17 in the last 30 days; 920 as pilot in command
- Last flight review: October 17, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,735.7 hours
- Last inspection: 100-hour inspection, September 26, 2000; 30 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison T63-A720 (turboshaft); 0 hours total
The flight
- Departed from: FA34 Panama City FL
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 800 ft
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 30.10 inHg
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.