CEN25FA124

On March 15, 2025, about 1500 eastern daylight time, a Robinson R44 helicopter, N331ES, was destroyed when it was involved in an accident near Danville, Virginia. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. About 1438, the pilot completed a sightseeing flight and dropped the two passengers off at their home. According to one of the passengers, the pilot ended the flight early due to fog which restricted inflight visibility. The passenger provided a photograph (See Figure 1) that was captured during the sightseeing flight that showed the reported fog and reduced visibilities. Figure 1. Passenger photograph from the sightseeing flight taken at 1425 (Source: Sightseeing passenger.) At 1439, the pilot sent a text message to a friend stating that he was en route to a restaurant located about 12 miles east from where he had dropped off the passengers. At 1446, the pilot again texted his friend and wrote that he encountered fog and made a precautionary landing at a convenience store about 3.3 miles north of the passenger drop off location. According to a witness near the convenience store, about 1455, the helicopter took off and then “disappeared in the fog”. The witness estimated that he heard a sound consistent with the helicopter impacting the ground less than a minute after it disappeared into the fog. According to video footage provided by a witness, the helicopter made a southeasterly departure from the convenience store. A screenshot from the witness video is presented as figure 2. Figure 2. The helicopter as it departed from the convenience store (Source: Witness). The helicopter impacted a residential lot and a postimpact fire ensued. The accident site was about 1/4 mile northeast of the convenience store. The helicopter came to rest on its right side on a north heading. All major helicopter components were identified at the accident site. There was an impact crater in the soft dirt about 12 ft west of the main wreckage which contained portions of lower fuselage fiberglass and landing light fragments. On each side of the crater, the forward sections of the skid tubes were embedded about 2 ft into the ground. There was an arc shaped ground impression north of the main wreckage that was consistent with a main rotor blade ground impact. Most of the cabin structure and cowlings were consumed by postaccident fire. An overview of the accident site is depicted in figure 3. Figure 3. Helicopter at the accident site. The fuel tanks were not retrofitted with bladder tanks, and both fuel tanks sustained significant thermal damage. The filler caps remained secure to their filler necks, and both finger screens were clear of debris. On-scene examination of the airframe and engine did not reveal any evidence of preimpact malfunctions or failures that would have precluded normal operation of the helicopter. A GPS unit recovered from the accident site was sent to the NationalTransportation Safety Board’s Recorders Laboratory for data extraction. The closest official weather reporting location was from the Danville Regional Airport, Danville, Virginia, located about 9 miles southeast of the accident site. At 1453, the Automated Weather Observation System reported wind variable at 3 knots, visibility 6 miles with mist, and the overcast ceiling at 400 ft above ground level. An Airmen's Meteorological Information (AIRMET) Sierra for instrument flight rules conditions was issued at 1045 for ceilings below 1,000 ft and visibility below 3 miles with mist and fog present. Multiple witnesses reported the weather around the time of the accident as being “murky” or foggy. The pilot, who was not instrument rated, previously attended the Robinson Helicopter Company Safety Course in March 2008. The helicopter was recovered to a secure facility for possible further examination.