An Enstrom F-28C helicopter, registration N5692Y, was substantially damaged near Leeds, Utah, on February 2, 2026, at about 1301 mountain standard time. The pilot sustained serious injuries and a passenger sustained minor injuries. The flight was conducted as a Title 14 CFR Part 91 personal operation. Substantial damage was reported to the main rotor, tail rotor, landing gear, and fuselage.
According to witness statements, the pilot was observed attempting to depart from a driveway for a local flight. Witnesses reported that the helicopter lifted into a hover near the departure point. The hover was described by witnesses as unstable.
Witnesses indicated the pilot then landed following the unstable hover. After the landing, witnesses reported hearing an increase in main rotor RPM. The helicopter then departed again and entered what witnesses described as a near vertical climb.
Witnesses reported that the helicopter climbed to about 80 feet above ground level and then suddenly descended. During the descent, the helicopter 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 the departure point. No fire or explosion was reported.
The pilot reported that the helicopter did not have sufficient power to maintain altitude and that control of the helicopter was lost. The helicopter was recovered to a secure location for further examination.
AviationBeacon Insight
Takeoff and initial climb in helicopters can involve limited margins when operating near obstacles and from confined or non-airport departure points. Maintaining rotor RPM, verifying power available versus power required, and preserving an escape path are operational considerations when transitioning from hover to climb. When a departure involves nearby trees or structures, spacing and climb profile discipline can reduce exposure time at low altitude. Workload can increase when a first takeoff attempt is discontinued and a second departure is initiated shortly afterward.
Pilot Perspective: When departing a confined area, what personal go/no-go cues do you use to stop a takeoff and reassess power available before attempting another departure?
We welcome operational perspectives from readers.
