HISTORY OF FLIGHT On July 29, 2023, about 1206 eastern standard time, a Bell 206-L-4 helicopter, N652HA, was involved in an accident near Springfield, Ohio. The commercial pilot was fatally injured. The helicopter was operated as an agricultural spraying flight conducted under the provisions of Title 14 Code of Federal Regulations Part 137. The pilot departed an off-airport location about 1152 and flew eastbound toward Springfield to spray a cluster of corn fields south of Interstate 70. A ground crew was scheduled to meet the pilot at another off-field location later in the day. While driving to the scheduled rendezvous point, the ground crew was stopped in traffic on the interstate adjacent to where the pilot was spraying. A supervisor called the ground crew because he had noticed that the helicopter’s flight information had disappeared from a commercial flight tracking website. The ground crew tried to contact the pilot via radio and telephone, but there was no answer. The ground crew noticed that the reason for the traffic was due to a downed powerline and notified another company pilot who was operating in the area nearby to conduct an aerial search of the cornfield. The pilot flew to their location and confirmed the accident helicopter had impacted the cornfield south of the interstate near a set of powerlines. The helicopter came to rest in a cornfield about 150 ft east of a set of four high-tension powerlines that ran northeast-southwest through the cornfield and over Interstate 70. The middle two powerline wires, which were about 75-100 ft tall, were severed. The top and bottom wires were not damaged. A review of ADS–B data revealed the helicopter made an initial pass over the cornfield on an easterly heading. It crossed over the powerlines, then made a right turn and flew northeast along the length of the powerlines. The helicopter made several east-west passes over the cornfield (and powerlines) before the data ended at 1206:39. At that time, the helicopter was on an easterly track at an altitude of 1,079 ft msl, or about 34 ft agl, about .26 miles west of the powerlines (see figure 1). Figure 1. ADS-B track of the helicopter’s flight path The helicopter was also equipped with an AG-Nav GUIA Platinum console. The AG-Nav device recorded the helicopter’s flight track and when the sprayer was turned on and off. A review of the flight data downloaded from the device revealed the last data point was recorded at 1206:26 when the helicopter was in its last turn to the east before it impacted the powerline wires. At that time, the sprayer was turned off. PILOT INFORMATION The pilot held a commercial pilot certificate for rotorcraft-helicopter. His last FAA second-class medical certificate was issued on April 8, 2023. According to the operator, the pilot had accrued a total of about 5,166 flight hours, of which 400 hours were in the same make/model as the accident helicopter. METEOROLOGICAL INFORMATION The weather reported at Springfield/Beckley Municipal Airport (SGH), about 10 miles southwest of the accident site, at 1133, was wind from 280 degrees at 13 knots gusting to 19 knots. The visibility was statute 10 miles with broken clouds at 2,800 ft. The temperature was 26 degrees C; the dewpoint was 20 degrees C; and the barometric altimeter setting was 29.99 inches of mercury. WRECKAGE INFORMATION The helicopter came to rest on its right side oriented on a heading of about 360° and at an approximate field elevation of 1,045 ft msl. All major components of the helicopter were accounted for at the accident site. Pieces of the helicopter’s spray boom and upper windshield were found along the wreckage path. The tail boom had separated near the aft portion of the fuselage and was found forward of the main wreckage. A 3-ft section of both main rotor blades remained attached to the main rotor mast. The remainder portion of the main rotor blades were found co-located with the fuselage. The main rotor blades exhibited a variety of gouges, knicks, and creases. The helicopter’s bottom wire strike protection unit was largely free from impact damage and was free from scraping. The top wire strike protection unit was bent over to the left. There were some areas of scraping observed. Both skids remained attached to the fuselage and sustained impact related damage. Several scratches and gouges were observed at multiple locations along the fuselage and skids. Scratching was observed on the main rotor mast. The right cyclic remained attached; the left cyclic was not installed. When the cyclic was moved by hand in all directions, applicable push rod linkage movement was observed at the main rotor mast. The tail rotor pedals remained intact. When they were moved by hand, the respective push rods moved at the tail boom area. The collective had broken from its attachment area consistent with impact damage. When a rod was re-inserted at the collective attachment area, and moved by hand, movement was observed at the swashplate. The tail rotor drive shaft was broken consistent with impact. The fractured section near the engine was pulled aft from its gear attachment area and impact damage was noted along the tail rotor drive shaft. Within the tail boom section that had separated, control continuity and drive shaft continuity was observed to the tail rotor. The tail rotor blades remained attached and displayed minimal impact damage. The fuel tank was intact, and a significant amount of fuel remained in the tank. A fuel sample showed the fuel was absent of debris and water. No mechanical deficiencies or malfunctions were observed that would have precluded normal operation of the helicopter at the time of the accident. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy on the pilot was conducted by the Montgomery County Coroner’s Office. The cause of death was determined to be “multiple blunt force injuries.” Toxicology testing completed by the FAA’s Toxicology Laboratory was negative for all specimens tested.