NTSB Final Report: Natchez, MS
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Location:
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Natchez, Mississippi
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Accident Number:
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CEN26LA317
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Date & Time:
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September 13, 2026, 18:20 Local
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Registration:
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N7527L
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Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Aircraft Damage: Substantial
Defining Event: Loss of control in flight Injuries: 4 None
Flight Conducted Under: Part 91: General aviation - Personal
Analysis
The pilot reported that he completed a preflight inspection, then departed on a local personal flight. During the flight, he contacted and invited three people for a local sightseeing flight. He estimated the weights of each passenger and believed the helicopter would be under the maximum gross weight for the passenger flight. The pilot loaded the heaviest passenger up front and the other two in the rear seats. During takeoff, as he applied throttle and collective the helicopter became light on its skids and all engine indications were normal. Immediately after the helicopter became airborne, it pitched nose down and accelerated forward. Despite subsequent control inputs, the pilot was unable to arrest the helicopter’s forward motion and descent, which resulted in the main rotor blade and right skid contacting the ground. The helicopter came to rest on its right side, and the main rotor blades, fuselage, and tailboom were substantially damaged during the accident sequence.
The pilot stated that after the accident he calculated the weight and balance and determined that the helicopter’s center of gravity was beyond the forward limit. He reported that during the flight just prior to picking up the passengers, there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to complete a preflight weight and balance calculation, which resulted in a center of gravity beyond the forward limit, and adversely affected the helicopter’s controllability during takeoff.
Findings
Factual Information
History of Flight
Pilot Information
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Certificate:
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Private
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Age:
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62,Male
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Airplane Rating(s):
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Single-engine land
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Seat Occupied:
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Right
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Other Aircraft Rating(s):
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Helicopter
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Restraint Used:
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3-point
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Instrument Rating(s):
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Airplane
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Second Pilot Present:
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No
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Instructor Rating(s):
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None
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Toxicology Performed:
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Medical Certification:
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Class 3 With waivers/limitations
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Last FAA Medical Exam:
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March 9, 2026
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Occupational Pilot:
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No
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Last Flight Review or Equivalent:
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August 20, 2026
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Flight Time:
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1848.3 hours (Total, all aircraft), 146.1 hours (Total, this make and model), 1803 hours (Pilot In Command, all aircraft), 10.3 hours (Last 90 days, all aircraft), 10.3 hours (Last 30 days, all aircraft), 0.3 hours (Last 24 hours, all aircraft)
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Passenger Information
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Certificate:
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Age:
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Female
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Airplane Rating(s):
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Seat Occupied:
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Left
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Other Aircraft Rating(s):
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Restraint Used:
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3-point
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Instrument Rating(s):
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Second Pilot Present:
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No
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Instructor Rating(s):
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Toxicology Performed:
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Medical Certification:
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Last FAA Medical Exam:
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Occupational Pilot:
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No
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Last Flight Review or Equivalent:
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Flight Time:
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Passenger Information
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Certificate:
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Age:
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Male
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Airplane Rating(s):
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Seat Occupied:
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Right
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Other Aircraft Rating(s):
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Restraint Used:
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3-point
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Instrument Rating(s):
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Second Pilot Present:
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No
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Instructor Rating(s):
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Toxicology Performed:
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|
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Medical Certification:
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Last FAA Medical Exam:
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Occupational Pilot:
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No
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Last Flight Review or Equivalent:
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Flight Time:
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Passenger Information
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Certificate:
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Age:
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Female
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Airplane Rating(s):
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Seat Occupied:
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Left
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Other Aircraft Rating(s):
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Restraint Used:
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3-point
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Instrument Rating(s):
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Second Pilot Present:
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No
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Instructor Rating(s):
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Toxicology Performed:
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Medical Certification:
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Last FAA Medical Exam:
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Occupational Pilot:
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No
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Last Flight Review or Equivalent:
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Flight Time:
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Aircraft and Owner/Operator Information
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Aircraft Make:
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ROBINSON HELICOPTER COMPANY
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Registration:
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N7527L
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Model/Series:
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R44 II
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Aircraft Category:
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Helicopter
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Year of Manufacture:
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2006
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Amateur Built:
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Airworthiness Certificate:
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Normal
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Serial Number:
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11150
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Landing Gear Type:
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Skid
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Seats:
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4
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Date/Type of Last Inspection:
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August 13, 2026 Annual
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Certified Max Gross Wt.:
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2500 lbs
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Time Since Last Inspection:
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2 Hrs
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Engines:
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1 Reciprocating
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Airframe Total Time:
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2343 Hrs at time of accident
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Engine Manufacturer:
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Lycoming
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ELT:
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Not installed
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Engine Model/Series:
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IO-540-AE1A5
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Registered Owner:
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On file
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Rated Power:
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205 Horsepower
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Operator:
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On file
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Operating Certificate(s) Held:
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None
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Meteorological Information and Flight Plan
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Conditions at Accident Site:
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Visual (VMC)
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Condition of Light:
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Day
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Observation Facility, Elevation:
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KHEZ,272 ft msl
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Distance from Accident Site:
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7 Nautical Miles
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Observation Time:
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18:00 Local
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Direction from Accident Site:
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62°
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Lowest Cloud Condition:
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Clear
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Visibility
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10 miles
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Lowest Ceiling:
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None
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Visibility (RVR):
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Wind Speed/Gusts:
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5 knots / None
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Turbulence Type Forecast/Actual:
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/
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Wind Direction:
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230°
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Turbulence Severity Forecast/Actual:
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/
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Altimeter Setting:
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29.98 inches Hg
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Temperature/Dew Point:
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33°C / 23°C
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Precipitation and Obscuration:
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No Obscuration; No Precipitation
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Departure Point:
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Church Hill, MS
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Type of Flight Plan Filed:
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VFR
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Destination:
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Natchez, MS
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Type of Clearance:
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None
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Departure Time:
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18:15 Local
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Type of Airspace:
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Class G
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Airport Information
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Airport:
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Natchez Adams County Airport KHEZ
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Runway Surface Type:
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Asphalt
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Airport Elevation:
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272 ft msl
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Runway Surface Condition:
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Dry
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Runway Used:
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IFR Approach:
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None
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Runway Length/Width:
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VFR Approach/Landing:
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None
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Wreckage and Impact Information
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Crew Injuries:
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1 None
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Aircraft Damage:
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Substantial
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Passenger Injuries:
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3 None
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Aircraft Fire:
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None
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Ground Injuries:
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N/A
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Aircraft Explosion:
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None
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Total Injuries:
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4 None
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Latitude, Longitude:
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31.55765,-91.41175
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Preventing Similar Accidents
Minding Weight, Maintaining Balance (SA-072)
The Problem
Between 2008 and 2016, the probable causes of 136 general aviation (GA) accidents were related to pilots improperly conducting preflight performance calculations for weight and balance or not conducting them at all. One-third of these accidents resulted in pilot and/or passenger deaths. If pilots do not perform preflight calculations to verify that their aircraft are within allowable weight and center of gravity (CG) limits, the aircraft could be operated in exceedance of their certificated takeoff gross weight and/or outside CG limits.
Overloading aircraft or operating outside of the CG limits can severely degrade an aircraft’s performance characteristics and ultimately lead to an aerodynamic stall and/or loss of aircraft control, typically during takeoff or landing. Not accounting for atmospheric conditions—such as wind, high temperature, and high-density altitude—on an aircraft’s performance can exacerbate the effects of operating outside of weight and CG limits. Even if an aircraft is under or near its maximum gross takeoff limit, atmospheric conditions can degrade the aircraft’s performance enough to prevent it from attaining or maintaining a climb.
What can you do?
- Know your aircraft’s limitations and the factors that can affect its performance.
- Conduct weight and balance calculations in accordance with the applicable aircraft flight manuals (AFM) to ensure that your aircraft is loaded within its weight and CG limits. The limitations section of each AFM or Pilot’s Operating Handbook contains details about the maximum weight and CG limits for takeoff and landing.
- Be prepared and conduct takeoff and landing distance calculations as part of your preflight planning. Remember to account for fuel burn during flight, which will result in a CG shift and decrease in weight.
- Be aware of the atmospheric conditions that exist at the time throughout your flight and account for these factors in all your performance calculations.
- Remember that operating the aircraft above its maximum gross weight can result in a longer takeoff run due to the airplane’s slower acceleration and the need for a higher takeoff speed; shallower climb angles and reduced climb rates; reduced cruising speed; shorter range; higher stall speeds; and longer landing rolls.
- Be aware that operating an aircraft outside of its CG limits can degrade its handling qualities, resulting in reduced stability and/or reduced control authority, which increases the risk of a loss of control. Be vigilant on every flight.
Determine the CG even if your aircraft is under its maximum gross weight. Even if an aircraft is within its allowable gross weight, it may be loaded outside of its CG limits.
- Do not “guesstimate” passenger and cargo weights. The margins of error are small, and even slightly underestimating these weights could kill or seriously injure you, a friend or colleague, or a family member.
- When using automated weight and balance application calculators, ensure that the basic empty weight and moment match the specific values for your aircraft. Sample weight and balance data should never be used as a substitute for actual numbers in the AFM.
- If any major modifications to your aircraft change its weight or CG, such as the installation of onboard equipment, ensure that this information is in the updated weight and balance forms contained in the AFM.
- Remember that aircraft performance can only be determined after the gross weight is computed. Professional flight crews do these computations routinely. You should strive for professionalism as well when you are planning your flights.
See https://www.ntsb.gov/Advocacy/safety-alerts/Documents/SA-072.pdf for additional resources.
The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs).
Administrative Information
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Investigator In Charge (IIC):
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Ellis, Ross
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Additional Participating Persons:
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Harold Aycock; FAA Steven De Lorie; FAA
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Original Publish Date:
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October 29, 2026
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Last Revision Date:
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Investigation Class:
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Class 4
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Note:
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The NTSB did not travel to the scene of this accident.
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Investigation Docket:
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https://data.ntsb.gov/Docket?ProjectID=203814
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