Eurocopter EC130 accident near Peach Springs, Arizona, May 25, 2017
On May 25, 2017 at about 11:30 pm local time, a 2010 Eurocopter EC130 (helicopter), registered N153GC, was substantially damaged in an accident during standing (engine(s) operating) near Peach Springs, Arizona (Grand Canyon West airport). It was a business flight under general aviation rules (Part 91). 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 ground crewman’s failure to hold onto the passenger door while the main rotor was still rotating, which resulted in the door separating from the helicopter and damaging the main rotor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 2017 · about 11:30 pm local time
- Place
- Peach Springs, Arizona · Grand Canyon West · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Eurocopter EC130 B4, built 2010 · all EC130s on the register
- Registration
- N153GC · registry record · serial 7074
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the helicopter reported that, after fueling the helicopter with the engine running, the ground crewman opened the front passenger door on the opposite side from the pilot. Upon unlatching the door, the ground crewman released the door, and it was blown open. The door separated from the door strut and struck the main rotor, damaging the blades. The helicopter sustained substantial damage to the main rotor blades. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter 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
- Miscellaneous/other during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Ground crew
- Aircraft › Aircraft structures › Doors › Passenger/crew doors › Capability exceeded
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,040 hours in all; 1,220 in this make and model; 91 in the last 90 days; 29 in the last 30 days; 2,983 as pilot in command
- Last flight review: March 9, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 5,350 lb
- Seats: 7
- Landing gear: fixed
- Engine: Turbomeca Arriel 2B1 (turboshaft); 0 hours total
The flight
- Destination: 1G4 Peach Springs AZ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 17 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 21°F (-6°C)
- Altimeter: 29.68 inHg
- Observation at 11:51 pm from KIGM, 44 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N153GC the same tail number, which may have belonged to a different aircraft at the time
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.