Bell 206-L4 accident near Cedar City, Utah, May 23, 2026
On May 23, 2026 at about 1:21 pm local time, a 1994 Bell 206-L4 (helicopter), registered N917SU, was substantially damaged in an accident during takeoff near Cedar City, Utah (Cedar City Regional airport). It was an instructional 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 flight instructor's failure to maintain helicopter control while manipulating the engine governor reference rpm adjustment during hover operations, which resulted in a loss of control and impact with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 2026 · about 1:21 pm local time
- Place
- Cedar City, Utah · Cedar City Regional · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bell 206-L4, built 1994 · all 206-L4s on the register
- Registration
- N917SU · registry record · serial 52527
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor, who was flying from the left seat, reported that during the initial hover, the helicopter’s engine governor reference rpm indicated about 104%. To adjust the governor reference rpm, the instructor reached across to the right-seat collective-mounted governor INCR/DECR switch. As he contacted the switch, the instructor failed to maintain helicopter control, and the helicopter pitched nose up, moved aft, and descended. The flight crew reported that the helicopter contacted the ground, bounced, and began to spin out of control. Airport surveillance video showed the helicopter moving aft while descending before contacting the taxiway. The helicopter subsequently became airborne, rotated to the right, and impacted the ground. During the impact sequence, the tailboom and main rotor system separated from the helicopter. The pilot reported that there were no preaccident mechanical malfunctions or failures 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
- Loss of control in flight during takeoff defining event
- Tailstrike during takeoff
- Abnormal runway contact during takeoff
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Pitch control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,424 hours in all; 219 in this make and model; 196 in the last 90 days; 61 in the last 30 days; 1,347 as pilot in command; 1,176 on instruments
- Last flight review: February 25, 2026
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Dual student
- Certificate: private
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 222 hours in all; 12 in this make and model; 28 in the last 90 days; 15 in the last 30 days; 156 as pilot in command
- Last flight review: June 17, 2025
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 15,484.9 hours
- Last inspection: continuous airworthiness programme, May 12, 2026; 47 hours since
- Maximum gross weight: 4,450 lb
- Seats: 7
- Landing gear: fixed
- Engine: Rolls-Royce 250-C30P (turboshaft); 20,748 hours total
- Operator: Southern Utah University
The flight
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 34°F (1°C)
- Altimeter: 30.05 inHg
- Observation at 6:53 am from CDC
Weather report (METAR): METAR KCDC 231253Z AUTO 05004KT 10SM CLR 10/01 A3005 RMK AO2 SLP117 T01000011=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of helicopter at accident scene
Photograph 2 – View of tail rotor and tailboom damage.
Photograph 3 – View of separated main rotor system
Photograph 4 – View of mast separation point.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
6 documents, released by the NTSB on September 3, 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, 5 pages · our copy | View Download |
| 3 | Video File | video | View Download |
| 4 | Pilot's Statement | PDF, 1 page | View Download |
| 5 | Pilot's Receiving Instruction Statement | PDF, 1 page | View Download |
| 6 | Witness Statements | 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.
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.