Introduction
On February 22, 2026, at 1510 central standard time, an Airbus EC130 T2 helicopter, registration N237SH, was substantially damaged in an accident near Evergreen, Alabama. The commercial pilot and two medical crewmembers sustained serious injuries. The helicopter was being operated as a Title 14 Code of Federal Regulations Part 135 positioning flight.
Sequence of Events
According to the operator, the pilot had completed a patient transport and flew the helicopter to Pensacola International Airport (PNS) in Pensacola, Florida, for refueling. After refueling, the pilot departed PNS and began the flight back to the helicopter’s home base at Evergreen Medical Center helipad in Evergreen, Alabama. During the approach to the helipad, the helicopter initiated an uncommanded left yaw. In response, the pilot lowered the collective and pitched the nose forward in an attempt to gain airspeed to "fly out." Despite these corrective inputs, the yaw continued. When the helicopter was approximately 10 to 20 feet above the ground, it impacted an object.
Surveillance video captured a portion of the accident sequence. The helicopter entered the frame as it began its approach to the helipad. It then slowed and began to spin into a leftward yaw. The helicopter descended behind trees, and the sound of impact was audible.
Wreckage and Impact
The main wreckage site was located about 0.2 miles from the helipad. The first identified point of impact was the roof of a residential home, which exhibited two large dents in the roof’s ridge and a large gouge in a panel of the metal roof. The main wreckage came to rest in the home’s southern yard, containing the helicopter’s fuselage, tail boom, main rotor blades, and portions of the fenestron. The furthest piece of wreckage—a portion of the fenestron rotor support—was found approximately 300 feet northwest of the main wreckage location. Three fenestron blades and other portions of the fenestron hub were located between the main wreckage and the furthest piece.
The airframe sustained substantial damage to the fuselage, tail boom, fenestron, main rotor assembly, and both horizontal stabilizers. The fuselage displayed impact damage concentrated on the forward and left side. The tail boom was separated from the fuselage.
The fenestron had mostly separated from the tail boom, with portions of the composite vertical stabilizer and fenestron shroud scattered throughout the accident site. Most of the fenestron rotor assembly, including the hub, gearbox, five complete rotor blades, and a portion of a sixth blade, was found about 30 feet from the main wreckage. The remainder of the sixth blade was a few feet away. Three additional rotor blades were found between the rotor assembly and the furthest piece of wreckage. Only a small portion of the tenth rotor blade was located; the rest could not be found during the on-scene examination. Several fenestron stators had separated and were found within the accident site. The fenestron drive shaft had separated into multiple pieces, all fractures consistent with impact damage. The drive shaft was rotated manually, and the fenestron rotor hub rotated without binding. The anti-torque pedals remained attached to the airframe but were jammed due to impact damage. The anti-torque control cable rod end was attached to the pedals, but the cable was fractured and bent near the separated tail boom. The rod end at the fenestron end had separated from the cable and its attach point; it was not located during the on-scene examination.
All three main rotor blades were destroyed. A large trench was present in the dirt beneath the Starflex and mast area.
Aircraft Examination
Control continuity from the cyclic and collective was observed from the cockpit to the rotor mast hydraulic actuators. All hydraulic servos and control link components sustained impact damage. The collective twist-grip was found in the "Flight" gate.
Some attenuation damage was noted on the pilot’s seat, the middle rear seat, and the far right seat. All four seats were equipped with 4-point restraints; the center seat’s lap belt showed fraying in the webbing.
The crash-resistant fuel system remained relatively undamaged, with approximately 50 gallons of fuel on board.
The engine remained attached to the engine deck by its forward and rear mounts. The bellmouth was broken away, exposing the axial compressor. The gas generator could be rotated by hand, and no foreign object damage was visible on the axial compressor blades. The free turbine could also be rotated by hand, and continuity was confirmed from the free turbine to the main rotor head. Proper freewheel operation was verified. All fuel, oil, air, and electrical connections were found properly connected and safetied. The Module 1 and 5 magnetic plugs were clean, as was the electric chip detector. The fuel filter delta P was not activated (no bypass). The Module 5 reduction gearbox was removed for input pinion slippage mark examination; the slippage mark had moved by approximately 2mm. The emergency backup control ancillary unit was removed, and the key was in the 12 o’clock position.
The wreckage was recovered and retained for further examination.