This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N173AL
On August 7, 2025, at about 1059 local time, a Hughes 369D, N173AL, registered to Excel Helicopters LLC and being operated by a commercial pilot, both out of Salem, Missouri, was destroyed when it struck powerlines and impacted a barge over the Mississippi River near Alton, Illinois. The two occupants onboard sustained fatal injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 powerline inspection flight.
The purpose of the flight was to repair and replace tower lighting and marker balls on the lines. Onboard the helicopter were a contractor and a subcontractor.
A witnesses reported that he saw the helicopter "zig-zag across the river" and eventfully pick up a worker with a marker ball to add to a line. A few seconds later, the witness looked back up and "saw pieces of the helicopter plunging toward the barge, then he heard a bang and saw smoke."
According to automatic dependent surveillance-broadcast (ADS-B) data, at 0850 local time, the helicopter departed Saint Louis-Bi-State Parks Airport (CPS/KCPS), St Louis, Illinois, and headed north towards the vicinity of the accident site and landed on the grass. At 1025 LT, the helicopter departed and began circling the power tower at various altitudes. The helicopter landed at the departure point about 10 minutes later. (see figure 1 and 2)
Figure 1: ADS-B Exchange data of first flight around powerlines.
Figure 2: Google Earth Pro view of data, note that "extend to ground" option was disabled to make it easier to view the data points, also note how the helicopter was always above the powerlines.
At 1057 local time, the helicopter was seen departing the grass again and on a climbing left turn towards the south power tower. At about 1057:47, the helicopter was seen at 625 ft, 23 knots groundspeed, when it crossed the power tower. At the same time, the helicopter began a left descending turn. At about 1058:35, the helicopter was still in the turn, flying at an altitude of 375 ft and heading towards the powerlines over the river. This was the last recorded ADS-B return point. (Figure 3, 4 and 5)
Figure 3: ADS-B Exchange data of accident flight.
Figure 4: ADS-B data plotted on Google Earth Pro
Figure 5: Google Earth Pro view of data, note that "extend to ground" option was disabled to make it easier to view the data points, also note how the helicopter descended below the tops of both power towers before the accident.
- Wreckage and Impact Information:
The main wreckage consisted of the fuselage which came to rest on a barge that was located under the powerlines. The wreckage was fragmented and consumed by a post crash fire. The main rotor blade and tail rotor blade were not clearly visible and may have fallen into the river.
Figure 6 shows the last few seconds of ADS-B data plotted on Google Earth and a photo from the accident site, note how the barge was located roughly under the last data point.
Figure 6
- Pilot Information:
The pilot, who was the president and chef pilot of Excel Helicopters, possessed a commercial pilot certificate (with a most recent issue/updated date of 4/27/2022) with a a rotorcraft/helicopter rating and instrument helicopter rating. He also held private privileges in airplane single-engine land aircraft. The pilot also held a flight instructor certificate with a rating for rotorcraft/helicopter, and an Airframe and Powerplant (A&P) mechanic certificate. His second class FAA medical was issued on March 2025, with a note about wearing corrective lenses to meet vision standards at all required distances.
The following was reported on the operator's website:
"Tim’s endeavor into aviation began at age 16, earning a fixed wing rating in 1984. Helicopter ratings soon followed in 1986, with Helicopter Commercial/Flight Instructor in 1987. In 1988 Tim purchased a Bell 47 to begin his own business giving helicopter rides and flight training with some video work in between (ESPN Wide World of Adventure, A Night in the Ozarks). In 1992 Tim started spraying, working for companies such as PENTEX Helicopters, SkyTractor and Fisher Flying service. In 1999 he formed his own helicopter spray business, Show-Me Helicopters. From 2000-2003 Tim flew and managed the 3 aircraft operation involved in both commercial and government contracts. In 2003 Tim Joined Air Evac Lifeteam as a Pilot/Base Pilot Supervisor. In 2006 Tim joined the Air Evac training department as a Company Flight Instructor/Check Airman. In 2009 Tim took over the job as Chief Pilot for the company managing some 600 pilots, Training Department, Operational Control Center, Regional Directors and many projects on the table at the time. In 2015 Tim and his son Nick started a new corporation Excel Helicopters LLC.
Over the years Tim has assisted many companies with training programs and achieving other company goals both here and abroad. He is currently proficient in the following aircraft: Bell 47, 206B/L, 407/GX/GXP/GXI, Robinson R22/Beta II, R44Raven I/II, R66 and McDonell Douglas MD500. Additional attributes include Night Vision Goggles, Helicopter Air Ambulance Pilot Part 135, Instrument rated, Agricultural Spraying, Long Line/Vertical Reference etc."
- Aircraft Information:
The accident helicopter, serial number 1160020D, was manufactured in 1976. It was powered by a 420 shaft horsepower, Allison 250-C20B turboshaft engine.
The main rotor was a fully articulated five-bladed system, with anti-torque provided by a 2-bladed semi-rigid type tail rotor. Power from the turboshaft engine was transmitted through the main drive shaft to the main rotor transmission and from the main transmission through a drive shaft to the tail rotor. An overrunning (one-way) clutch, placed between the engine and main rotor transmission permitted free-wheeling of the rotor system during autorotation.
The airframe structure was egg-shaped and incorporated a rigid, three-dimensional truss type structure which increased occupant safety by means of its roll bar design. The airframe structure was designed to be energy absorbing and would fail progressively in the event of impact.
The fuselage was a semi-monocoque structure that was divided into four main sections. The forward section was comprised of a pilot compartment equipped with 2 seats. Directly aft of the pilot compartment, separated by a bulkhead, a passenger/cargo compartment was in the center of the helicopter. The aft section included the structure for the tailboom attachment and engine compartment. The lower section was divided by the center beam and housed the two fuel cells.
The tailboom was a monocoque structure of aluminum alloy frames and skin. The tailboom was the supporting attachment structure for the stabilizers, tail rotor transmission and tail rotor. The tailboom also housed the tail rotor transmission drive shaft.
The landing gear was a skid-type attached to the fuselage at 12 points and was not retractable.
Note: some of the info in this section was copied from a previous NTSB report and edited a bit.
- Weather:
The nearest weather observation facility, St. Louis Regional Airport (KALN), St Louis, Illinois, reported the following conditions:
METAR KALN 071450Z VRB05KT 10SM CLR 28/22 A3019
METAR KALN 071550Z VRB05KT 10SM CLR 30/21 A3019 <<<
METAR KALN 071650Z 28009KT 10SM SCT065 31/21 A3020
The KALN weather observation recorded at 1050 (9 minutes before the accident) noted: variable winds at 5 knots, visibility 10 statute miles, no clouds under 12,000 ft (CLR), temperature 30°C, dew point 21°C, and an altimeter setting of 30.19 inches of mercury (inHg).
The calculated density altitude was roughly 2100 ft.
- Additional Information:
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