Accident Overview
On February 4, 2026, at 2216 mountain standard time, a Bell 407 helicopter registered as N56AZ was involved in an accident near Flagstaff, Arizona, resulting in substantial damage. The pilot and tactical flight officer (TFO) sustained fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a public use operation.
Flight Sequence
The crew began their 24-hour shift at 0800 on the day of the accident. After completing a rescue mission and returning to base in Kingman at about 2005, they received a request for a mission in Flagstaff involving an active shooter in a neighborhood southeast of downtown. During the flight, the TFO occupied the left-front seat and used a forward looking infrared (FLIR) camera to assist law enforcement.
Review of FAA ADS-B data, law enforcement body cameras, and residents’ security cameras showed the helicopter departed Kingman around 2110 and headed east. As it approached Flagstaff, the TFO communicated with ground personnel, who provided the shooter's approximate location. At 2205, the helicopter descended to between 300 and 500 ft above ground level (agl) while performing a 360° turn over the neighborhood. It then made a gradual climbing left turn south of the area before heading north.
Later, the pilot maneuvered north of the neighborhood and performed a left 180° turn to return south to allow clearance for a medical helicopter inbound to Flagstaff Medical Center. At 2212:10, while at 9,950 ft mean sea level (msl), the accident helicopter passed near the hospital-bound helicopter at about 7,200 ft msl. It then performed a left 360° turn and descended to 8,900 ft msl while returning south. Subsequently, it turned north and entered a gradual climbing left turn, consistent with preparing for an out-of-ground-effect (OGE) hover to maintain visual contact with the suspect.
At 2216:24, the TFO began a radio transmission with no signs of abnormality. At 2216:43, video showed the helicopter in a slow climb when it began a rapid right rotation, coinciding with an unidentified verbal sound and two loud bangs. The helicopter descended rapidly. At 2216:51, the TFO stated, “we’re going down.” During descent, the helicopter’s spotlight flashed periodically, indicating continued rotation.
Wreckage and Examination
The main wreckage, consisting of the cockpit, cabin, and aft fuselage, came to rest on its right side on a flat dirt access road about 3 nautical miles north of Flagstaff Airport at 7,010 ft msl. A section of BNSF railway tracks was about 100 ft south. The debris path extended on a median bearing of 250°, with the most distant piece over 6,150 ft from the main wreckage. The cockpit and cabin showed extensive postaccident fire damage.
The tail rotor, vertical stabilizer, and a section of tailboom were found about 135 ft northwest of the main wreckage. The tail rotor driveshaft remained attached to its gearbox and had angular cuts; surrounding skin had deep grooves with blue paint transfer from a main rotor blade. The tailboom fractured aft of the intercostal support, with the upper-right attachment fitting bent outboard. Three of the four tailboom attach bolts were intact. The tailboom and vertical fin had multiple impact marks from main rotor blade strikes.
The main rotor hub, transmission, and three blades were located about 165 ft south of the main wreckage. The fourth blade, its grip, and a portion of its yoke separated and were found 650 ft northeast. All blades had a light orange/yellow oil film. No ballistic punctures were found. Video and ADS-B data indicated the closest proximity to the suspect during shots was about 7,500 ft.
Engine Data
The engine control unit (ECU) was recovered and its data downloaded, showing 20 data lines over 18.4 seconds. For the first 6 seconds, engine power was high: Ng between 100-101%, Nr stable at 100%, torque 76-80%, collective position 64%, and power lever angle constant at 66° (within FLY detent). Over the next 1.2 seconds, Ng stayed at 101%, Nr increased to 101%, and fuel flow decreased to 296 pph.
In the following 1.2 seconds, collective reduced to 48%, fuel flow to 284 pph, Ng to 97%, and Nr and Np both to 98%. Then, from 9.6 seconds after the initial record, Ng increased to 102%, torque to 92%, fuel flow to 420 pph, and MGT to 1460°F. Next, Ng decreased to 95%, Nr to 97%, Np to 96%, torque to 60%, and collective to 10%.
During the subsequent 1.1 seconds, the ECU recorded a transition to reversionary governor. Nr decreased to 0% while Np increased to 112% (overspeed). Torque decreased to 2%, indicating instantaneous removal of rotor load. In the final 5.2 seconds, PLA reduced to 28°, and the engine core stabilized at 63% Ng (ground idle speed).
The pilot would have used night vision goggles, according to the operator. His total flight hours are unknown, though he reported over 3,500 hours in civil helicopters to the FAA. He served in the Marine Corps from 1988 to 2010, including time with Marine Helicopter Squadron One (HMX-1) as a pilot.
Another helicopter pilot en route to the hospital reported winds at 7,200-7,500 ft msl from the northeast at 10-15 kts. The HRRR model indicated winds between 9,500-10,200 ft msl were about 20 kts from 095°-115°. The moon was waning gibbous (87.6% illuminated) and about 11° above the horizon on an azimuth of 99° at accident time.