Bell OH-58A accident near Caseville, Michigan, August 23, 2025
On August 23, 2025 at about 3:15 pm local time, a 1972 Bell OH-58A (helicopter), registered N707EE, was substantially damaged in an accident during standing (engine(s) shutdown) near Caseville, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The front seat passenger’s inadvertent movement of the cyclic control resulting in a dynamic rollover after landing. Contributing to the accident was the pilot’s decision to leave the dual flight controls installed with a non-pilot passenger in the front seat.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2025 · about 3:15 pm local time
- Place
- Caseville, Michigan · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell OH-58A, built 1972 · all OH-58As on the register
- Registration
- N707EE · registry record · serial 72-21159
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while on a local flight he noticed a squall line approaching and elected to return to the private strip from which he had departed. During the approach, rain intensity increased, and the wind began gusting to about 15 knots. The pilot landed the helicopter, lowered the collective, and reduced power. While the main rotor was turning about 420 rpm, the helicopter suddenly rolled over onto its right side, resulting in substantial damage to the main rotor system and fuselage. The pilot reported that the dynamic rollover was likely caused by the front seat passenger inadvertently contacting the cyclic control while turning to speak with the rear seat passenger. The OH-58A flight manual notes that when carrying non-rated passengers unfamiliar with helicopter operation, the pilot should evaluate the advantages and disadvantages of stowing the copilot controls or accepting the potential hazard of leaving them installed. The Federal Aviation Administration Helicopter Flying Handbook (FAA-H-8083-21B) states, “If possible, remove front passenger flight controls and ensure all passenger personal items, such as cameras and mobile phones, are secure.” Bell Helicopter Operational Safety Notice GEN-20-50 advises that pilots emphasize avoidance of flight and engine controls during preflight briefings, especially when dual controls are installed, and further notes that removing the dual controls, if installed, remains an option to prevent inadvertent interference. The pilot reported that there were no preaccident mechanical anomalies or failures 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
- Dynamic rollover during standing (engine(s) shutdown) defining event
The NTSB's findings
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of equipment › Passenger
- Personnel issues › Action/decision › (general) › (general) › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft systems › Flight control system › Control column section › Unintentional use/operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 18,200 hours in all; 380 in this make and model; 165 in the last 90 days; 48 in the last 30 days; 17,800 as pilot in command
- Last flight review: March 20, 2025
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,914.1 hours
- Last inspection: annual inspection, March 12, 2025
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison T63-A720 (turboshaft); 5,646 hours total
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,600 ft; scat at 2,000 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.86 inHg
- Observation at 11:15 am from KBAX, 16 miles away
Weather report (METAR): KBAX 231515Z AUTO 22007KT 10SM SCT020 BKN036 OVC046 21/18 A2986 RMK AO2 T02080178
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN25LA337.