Bell 206 L-1 accident near Escalante, Utah, July 23, 2004
On July 23, 2004 at about 8:30 pm local time, a Bell 206 L-1 (helicopter), registered N2758C, was substantially damaged in an accident near Escalante, Utah (Escalante Municipal Airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain aircraft control. Factors contributing to the accident were the high winds, the gusts, and the refueling truck.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2004 · about 8:30 pm local time
- Place
- Escalante, Utah · Escalante Municipal Airport · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206 L-1 · all 206 L-1s on the register
- Registration
- N2758C · no longer on the register · serial 45261
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had landed the helicopter next to the refueling truck to conduct a "hot refueling." At the end of the refueling, the pilot left the helicopter to assist the ground refueler with the hose. The pilot said he heard an abnormal noise. The helicopter began to vibrate. The pilot went to neutralize the flight controls. The helicopter bounced and knocked the pilot down as he grabbed the controls. The main rotor dipped down striking the refueling truck and causing damage to the helicopter main rotor blades, the tail boom, and the truck cab. The pilot got up and shut the helicopter down. The pilot reported that a gust of wind came up causing the helicopter rotor blade to dip down and strike the truck. An examination of the helicopter showed no anomalies. Approximately 23 minutes after the accident, the Aviation Routine Weather Report (METAR) for Bryce Canyon, Utah (BCE), 075 degrees at 28 nautical miles from the accident scene, reported winds as 210 degrees at 19 knots with gusts to 27 knots. Approximately 34 minutes prior to the accident, BCE METAR reported a peak wind of 180 degrees at 30 knots.
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
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,000 hours in all; 2,000 in this make and model; 150 in the last 90 days; 53 in the last 30 days
- Medical certificate: Class 2
- Injury: minor injuries
The aircraft
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: 17U Escalante UT at 9:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 19 knots, gusting 27
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 37°F (3°C)
- Altimeter: 30.28 inHg
- Observation at 2:53 pm from BCE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.