Bell 206B accident near Shandon, California, February 10, 2013
On February 10, 2013 at about 5:00 pm local time, a Bell 206B (helicopter), registered N802KA, was substantially damaged in an accident during maneuvering near Shandon, 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 improper fuel management, which resulted in a loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 10, 2013 · about 5:00 pm local time
- Place
- Shandon, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206B · all 206Bs on the register
- Registration
- N802KA · registry record · serial 1664
- 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 he intended to spray an agricultural field and was maneuvering in preparation for the first pass when the helicopter lost engine power. The pilot subsequently accomplished a forced landing to an open field. During the landing sequence, the helicopter’s main rotor blades flexed down and made contact with the tailboom, which resulted in substantial damage to the tailboom assembly. The pilot reported that after the landing he discovered the fuel selector valve in the off position. He reported that he had turned the fuel selector valve to the off position to drain the fuel sump during the preflight; however, he failed to re-open the valve after the preflight and prior to takeoff.
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
- Fuel starvation during maneuvering
- Loss of engine power (total) during maneuvering defining event
- Hard landing during landing
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,600 hours in all; 2,160 in this make and model; 45 in the last 90 days; 24 in the last 30 days
- Last flight review: April 17, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 11,660 hours
- Last inspection: annual inspection, June 12, 2012
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Rolls Royce C20 (turboshaft); 0 hours total
- Operator: Sycan CORP DBA
The flight
- Departed from: Shandon CA
- Destination: Shandon CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 2 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on March 8, 2013. 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, 11 pages | 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.