Robinson Helicopter R44 accident near Emerson, Iowa, July 20, 2026
On July 20, 2026 at about 3:55 pm local time, a 2001 Robinson Helicopter R44, registered N224RH, was substantially damaged in an accident during takeoff near Emerson, Iowa. 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 failure of the pilot to verify the loading hose had been disconnected before taking off and the failure of the loader to disconnect the fuel hose from the helicopter.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 2026 · about 3:55 pm local time · cases in 2026
- Place
- Emerson, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44, built 2001 · all R44s on the register
- Registration
- N224RH · registry record · serial 1137
- 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 report provided by the company representative stated that the loader signaled to the helicopter pilot a thumbs up and walked down the stairs of the mobile loading platform. As the pilot was taking off, everything initially seemed normal until the pilot felt a tug on the helicopter. The helicopter pulled down and to the right and descended until it impacted the terrain in a right-side nose down attitude which resulted in substantial damage to the fuselage, tail boom, and main rotor. After the accident it was noted that the dry break coupler had broken off the refueling hose from the mobile loading platform and remained attached to the helicopter. The company representative reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. When interviewed, the owner stated that the pilot was supposed to receive a thumbs-up or thumbs-down to indicate if the helicopter was ready to leave the platform. He also said the pilot was also supposed to visually verify that the fuel and chemical hoses were disconnected. The pilot stated he took off the moment he saw the loader walk down the stairs and made no mention of looking for a thumbs up from the loader. The loader did not remember if he signaled the pilot with a thumbs up indicating that it was safe to take off.
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
- Ground handling event during standing (engine(s) operating)
- Miscellaneous/other during takeoff defining event
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Ground crew
- Personnel issues › Task performance › Communication (personnel) › (general) › Ground crew
- Personnel issues › Task performance › Communication (personnel) › (general) › Pilot
- Aircraft › Aircraft handling/service › (general) › (general) › Incorrect use/operation
- Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 6,216 hours in all; 2,170 in this make and model
- Last flight review: August 4, 2025
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,653.4 hours
- Last inspection: 100-hour inspection, July 19, 2026
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540F1 SERIE (piston); 2,437 hours total
- Operator: Cedar Ridge Aviation
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 77°F (25°C)
- Altimeter: 29.85 inHg
- Observation at 11:00 am from KRDK, 5 miles away
Weather report (METAR): METAR KRDK 201555Z AUTO 23008KT 10SM CLR 32/25 A2985 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 September 11, 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 | Photos | PDF, 3 pages · our copy | View Download |
| 3 | FAA - Owner & Pilot | PDF, 1 page | View Download |
| 4 | FAA - Loader | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N224RH on the register today · the tail number may have moved to another aircraft since
- Robinson R44 1,948 registered today · the model family and its accident history
- Engine: Lycoming O-540F1 SERIE 119 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Iowa 871 since 1982 · 131 in the last ten years
- Iowa 4,514 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN26LA260.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.