XAG P150 MAX accident near Wolcott, Indiana, July 2, 2026
On July 2, 2026 at about 12:12 pm local time, a 2026 XAG P150 MAX (helicopter), registered NONE, was substantially damaged in an accident during takeoff near Wolcott, Indiana. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain control of the UAS during takeoff.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 2026 · about 12:12 pm local time · cases in 2026
- Place
- Wolcott, Indiana · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- XAG P150 MAX, built 2026 · all P150 MAXs on the register
- Registration
- NONE · registered outside the United States · serial 186325P18227551MS810
- 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/operator commanded the takeoff sequence on the agricultural unmanned aircraft system (UAS) and the UAS climbed to about 15 ft above its launch rig. Hearing an abnormal “popping” noise coming from the UAS, the pilot initiated the automated landing sequence and the UAS descended to about 2 ft above the rig and about 4 to 5 ft from the operator’s station. The pilot lost control of the UAS as it moved towards his position causing the pilot to duck behind the operator’s barrier. When he ducked, the UAS’s right-rear propeller struck his left hand resulting in a serious injury. The UAS descended and crashed into terrain resulting in substantial damage to the right-rear arm and propeller. The operator sent the UAS on-board data to the manufacturer for decoding. The manufacturer’s report found that about 1 second after the UAS started up, a joystick input was received which paused the UAS’s takeoff. A couple seconds later, additional control inputs were recorded and the UAS responded accordingly. The data found no mechanical malfunction or failure with all engine parameters in the normal range.
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
- Loss of control in flight during takeoff defining event
- AC/prop/rotor contact w person during takeoff
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: unmanned (suas)
- Flight time: 411 hours in all; 10 in this make and model; 3 in the last 90 days; 48 as pilot in command; 6 on instruments
- Last flight review: March 19, 2025
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: none
- Injury: serious injuries
The aircraft
- Airframe total time: 30 hours
- Last inspection: condition inspection, April 6, 2026
- Maximum gross weight: 300 lb
- Seats: 0
- Landing gear: fixed
- Engine 1: XAG (electric); 30 hours total
- Engine 2: XAG (electric); 30 hours total
- Engine 3: XAG (electric); 30 hours total
- Engine 4: XAG (electric); 30 hours total
- Operator: Volo LLC
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 77°F (25°C)
- Altimeter: 30.10 inHg
- Observation at 8:15 am from KRZL, 13 miles away
Weather report (METAR): METAR KRZL 021315Z AUTO 22006KT 10SM CLR 27/25 A3010 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 1, 2026. 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, 10 pages | View Download |
| 2 | Manufacturer's Report | PDF, 9 pages | View Download |
| 3 | Photos | PDF, 3 pages · our copy | View Download |
| 4 | Accident Video | video | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under NONE the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- Accidents and incidents in Indiana 1,367 since 1982 · 179 in the last ten years
- Indiana 5,700 aircraft registered
- Other NTSB records under NONE 10 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/CEN26LA245.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.