Bell 206L1 and Bell 206L3 accident near Tusayan, Arizona, August 8, 1993
On August 8, 1993, 2 aircraft, Bell 206L1 (N444CR) and Bell 206L3 (N38903), were involved in the same accident near Tusayan, Arizona (Tusayan Heliport airport). 3 people were seriously injured and 9 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOT OF N444CR TO MAINTAIN ADEQUATE MAIN ROTOR CLEARANCE FROM N38903, AND THE OPERATOR'S FAILURE TO PROVIDE ADEQUATE OR RECOMMENDED SAFE HELIPAD DIMENSIONS. A FACTOR IN THE ACCIDENT WAS THE LACK OF VISUAL REFERENCE TO THE ROTATING BLADES OF THE PARKED HELICOPTER, N38903.
FAILURE OF THE PILOT OF N444CR TO MAINTAIN ADEQUATE MAIN ROTOR CLEARANCE FROM N38903, AND THE OPERATOR'S FAILURE TO PROVIDE ADEQUATE OR RECOMMENDED SAFE HELIPAD DIMENSIONS. A FACTOR IN THE ACCIDENT WAS THE LACK OF VISUAL REFERENCE TO THE ROTATING BLADES OF THE PARKED HELICOPTER, N38903.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 1993
- Place
- Tusayan, Arizona · Tusayan Heliport · map
- Type
- Accident · collision on the ground
- Injuries
- 3 people were seriously injured and 9 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bell 206L1 · all 206L1s on the register
- Registration
- N444CR · registry record · serial 45325
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
- Aircraft 2
- Bell 206L3 · all 206L3s on the register
- Registration
- N38903 · no longer on the register · serial 45325
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Bell 206L1 final · quoted from the NTSB record
THE PILOT OF N444CR HAD RETURNED TO THE COMPANY HELIPORT AFTER A TOUR FLIGHT, AND WAS CLEARED BY THE COMPANY CONTROL TOWER TO HOVER TAXI PAST A COMPANY HELICOPTER, N38903. N38903 HAD BEEN ADVISED TO HOLD FOR INBOUND N444CR, AND WAS LOADED WITH ROTORS AT MAXIMUM RPM AND FLAT PITCH. THE PILOT OF N444CR STATED THAT WHEN HE WAS ABEAM OF N38903, A GUST OF WIND CAUGHT HIM AND HE MESHED ROTORS WITH THE STANDING N38903. NO UNUSUAL WEATHER PHENOMENA WAS REPORTED BY EITHER THE CLOSEST OFFICIAL WEATHER STATION OR OTHER TOUR PILOTS AT THE HELIPORT. THE HELIPORT WAS OPERATING 5 HELIPADS, EACH WITH LESS THAN THE FAA RECOMMENDED MINIMUM SAFE DIMENSIONS BETWEEN NEIGHBORING PADS. THE TAXI ROUTE THAT N444CR HAD TO TAKE WAS BETWEEN A CHAIN LINK FENCE AND THE PAD WHERE N38903 WAS HOLDING. MEASUREMENTS SHOWED THAT N444CR HAD A 7-FT CLEARANCE BETWEEN ITS MAIN ROTOR AND BOTH THE FENCE AND N38903.
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 NTSB's narrative for the Bell 206L3 final · quoted from the NTSB record
THE PILOT OF N444CR HAD RETURNED TO THE COMPANY HELIPORT AFTER A TOUR FLIGHT, AND WAS CLEARED BY THE COMPANY CONTROL TOWER TO HOVER TAXI PAST A COMPANY HELICOPTER, N38903. N38903 HAD BEEN ADVISED TO HOLD FOR INBOUND N444CR, AND WAS LOADED WITH ROTORS AT MAXIMUM RPM AND FLAT PITCH. THE PILOT OF N444CR STATED THAT WHEN HE WAS ABEAM OF N38903, A GUST OF WIND CAUGHT HIM AND HE MESHED ROTORS WITH THE STANDING N38903. NO UNUSUAL WEATHER PHENOMENA WAS REPORTED BY EITHER THE CLOSEST OFFICIAL WEATHER STATION OR OTHER TOUR PILOTS AT THE HELIPORT. THE HELIPORT WAS OPERATING 5 HELIPADS, EACH WITH LESS THAN THE FAA RECOMMENDED MINIMUM SAFE DIMENSIONS BETWEEN NEIGHBORING PADS. THE TAXI ROUTE THAT N444CR HAD TO TAKE WAS BETWEEN A CHAIN LINK FENCE AND THE PAD WHERE N38903 WAS HOLDING. MEASUREMENTS SHOWED THAT N444CR HAD A 7-FT CLEARANCE BETWEEN ITS MAIN ROTOR AND BOTH THE FENCE AND N38903.
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 for the Bell 206L1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,090 hours in all; 280 in this make and model; 255 in the last 90 days; 102 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,680 hours
- Last inspection: 100-hour inspection, July 26, 1993; 66 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
- Operator: Papillon Airways, INC.
The flight
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 50 statute miles
- Sky: broken clouds at 18,000 ft; scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 11:46 pm from GCN, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 3 |
The factual record for the Bell 206L3 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 3,199 hours in all; 2,049 in this make and model; 267 in the last 90 days; 105 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,649 hours
- Last inspection: 100-hour inspection, August 3, 1993; 20 hours since
- Maximum gross weight: 4,150 lb
- Seats: 7
- Landing gear: fixed
- Engine: Allison 250-C30P (turboshaft); 0 hours total
- Operator: Papillon Airways, INC.
The flight
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 6 |
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.