Enstrom F28C accident near Leeds, Utah, February 2, 2026
On February 2, 2026 at about 8:01 pm local time, a 1980 Enstrom F28C (helicopter), registered N5692Y, was substantially damaged in an accident during takeoff near Leeds, Utah. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2026 · about 8:01 pm local time
- Place
- Leeds, Utah · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F28C, built 1980 · all F28Cs on the register
- Registration
- N5692Y · registry record · serial 494-2
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On February 2, 2026, at about 1301 mountain standard time, an Enstrom F-28C helicopter, registration N5692Y, was substantially damaged near Leeds, Utah. The pilot and passenger sustained minor injuries. At the time of the accident, the helicopter was being operated as a Title 14 Code of Federal Regulations Part 91 personal flight Witnesses observed the pilot attempting to take off from his driveway for a local flight. The helicopter lifted off the ground to a hover, which the witnesses described as “unstable,” prompting the pilot to land. Witnesses heard an increase in main rotor RPM followed by a near vertical climb. Upon reaching about 80 feet above ground level, the helicopter suddenly descended, struck a tree with its tail rotor and subsequently impacted the ground with the main rotor blades. The helicopter came to rest on its left side about 40 feet from its departure point. During the accident sequence, the main rotor, tail rotor, landing gear and fuselage were substantially damaged. The pilot reported that he did not have sufficient power to maintain altitude and lost control of the helicopter. The helicopter was recovered to a secure location for further examination.
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
- Abrupt maneuver during maneuvering
- Settling with power/vortex ring state during takeoff
The aircraft
- Last inspection: annual inspection, February 13, 2024; 1,415.6 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 25°F (-4°C)
- Altimeter: 30.20 inHg
- Observation at 12:56 pm from SGU, 15 miles away
Weather report (METAR): METAR KSGU 021956Z AUTO 00000KT 10SM CLR 15/M04 A3020 RMK AO2 SLP219 T01501039=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.