# NTSB GAA18CA089: Robinson Helicopter R44, N441ML, Newark, OH, December 13, 2017 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: December 13, 2017, 16:10 local (21:10 UTC) - Place: Newark, OH - Coordinates: 40.023056, -82.46389 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.0231&lon=-82.4639&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Dynamic rollover](https://openairdocs.org/ntsb-events/231) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 27, 2018 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 96510 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA18CA089 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/96510/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=96510 - Page: https://openairdocs.org/ntsb/GAA18CA089 ## Probable cause The pilot’s failure to maintain lateral control of the helicopter during takeoff, which resulted in dynamic rollover. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Robinson Helicopter R44 II, 13 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=7640122), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Robinson Helicopter R44 II, 99 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7640122), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Dynamic rollover](https://openairdocs.org/ntsb-events/231) (defining event); cases with it: [Robinson Helicopter R44 II, 17 cases](https://openairdocs.org/ntsb-events/231/sequence.md?model=7640122), [All aircraft, 161 cases](https://openairdocs.org/ntsb-events/231/sequence.md) ## Analysis The pilot reported that he was relocating the helicopter from the fueling station to an overnight parking area. He initially attempted to move the helicopter on wheels but was unsuccessful. He then started the helicopter, performed the startup checklist, and applied a "normal amount of collective," but the helicopter rolled to the right and impacted the ground. The helicopter sustained substantial damage to the fuselage and tailboom. The automated weather observation station located on the airport reported that, about 16 minutes before the accident, the wind was from 160° at 5 knots. In a followup conversation with the National Transportation Safety Board investigator-in-charge, the pilot reported that the helicopter began rolling to the right immediately after lifting off and that he added power to increase the altitude and applied left cyclic to counteract the right rolling movement. He estimated that the accident sequence took only seconds. The Federal Aviation Administration's Helicopter Flying Handbook, FAA-H-8083-21A, contained a section titled, "Normal Takeoffs and Landings," which stated: Dynamic rollover is possible even during normal takeoffs and landings on relatively level ground, if one wheel or skid is on the ground and thrust (lift) is approximately equal to the weight of the helicopter. If the takeoff or landing is not performed properly, a roll rate could develop around the wheel or skid that is on the ground. When taking off or landing, perform the maneuver smoothly and carefully adjust the cyclic so that no pitch or roll movement rates build up, especially the roll rate. If the bank angle starts to increase to an angle of approximately 5-8°, and full corrective cyclic does not reduce the angle, the collective should be reduced to diminish the unstable rolling condition. Excessive bank angles can also be caused by landing gear caught in a tie down strap, or a tie down strap still attached to one side of the helicopter. Lateral loading imbalance (usually outside published limits) is another contributing factor. ## Factual narrative The helicopter pilot reported that he was relocating the helicopter from the fueling station to an overnight parking area. He initially attempted to move the helicopter on wheels, but that was unsuccessful. He started the helicopter, performed the startup checklist, and applied a "normal amount of collective" when the helicopter rolled to the right and impacted the ground. The helicopter sustained substantial damage to the fuselage and the tailboom. A review of recorded data from the automated weather observation station located on the airport reported that, about 16 minutes before the accident, the wind was from 160° at 15 knots. In a follow up conversation with the National Transportation Safety Board investigator in charge, the pilot reported that the helicopter began rolling to the right immediately after lifting off and he added power to increase his altitude, as well as applied left cyclic to counteract the right rolling movement. He estimated that the accident sequence took only seconds. Federal Aviation Administration's Helicopter Flying Handbook, FAA-H-8083-21A, contains a section titled "Normal Takeoffs and Landings" which states: Dynamic rollover is possible even during normal takeoffs and landings on relatively level ground, if one wheel or skid is on the ground and thrust (lift) is approximately equal to the weight of the helicopter. If the takeoff or landing is not performed properly, a roll rate could develop around the wheel or skid that is on the ground. When taking off or landing, perform the maneuver smoothly and carefully adjust the cyclic so that no pitch or roll movement rates build up, especially the roll rate. If the bank angle starts to increase to an angle of approximately 5–8°, and full corrective cyclic does not reduce the angle, the collective should be reduced to diminish the unstable rolling condition. Excessive bank angles can also be caused by landing gear caught in a tie down strap, or a tie down strap still attached to one side of the helicopter. Lateral loading imbalance (usually outside published limits) is another contributing factor. ## Aircraft - Registration: [N441ML](https://openairdocs.org/deregistered/N441ML-2022-07-02), registration cancelled 2022-07-02, S/N 10465, built 2004 (OpenAirDocs) - Reported make and model: ROBINSON HELICOPTER COMPANY R44 (II) - Registry model: [Robinson Helicopter R44 II](https://openairdocs.org/model/robinson-helicopter-r44-ii) (registry code 7640122) (OpenAirDocs) - Registry engine: [Lycoming IO-540-AE1A5](https://openairdocs.org/engine/lycoming-io-540-ae1a5) (registry code 41899, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 10465 - Year built: 2004 - Airframe hours: 199.2 - Engines: LYCOMING IO-540-AE1A5 245 horsepower reciprocating - Damage: Substantial damage - Flight: Positioning, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 30, 2017 - Departed: LNP, WISE, VA - Destination: VTA, Newark, OH - Airport: VTA, Newark-Heath - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: minor; private; airplane ratings: single-engine sea, single-engine land; instrument ratings: helicopter, airplane; medical: class 3, with waivers/limitations; last flight review February 16, 2016; seat: front; restraint: 3-point; flight hours: 1,296 total, 31 in this make and model, 1,171 as pilot in command, 30 in the last 90 days, 24 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft overcast - Temperature: 28 °F, dew point 10 °F - Altimeter: 29.48 inHg - Observed at: KVTA ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20171213023029A](https://openairdocs.org/incident/20171213023029A), Dec 13, 2017: Robinson Helicopter Company R44 II, Newark, OH, Destroyed. Pilot was repositioning from the fuel pumps and lost control on pickup ## Docket (4 files) The files NTSB released with the investigation on February 26, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=96510. 4.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460316&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversation - Pilot (item 2, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460317&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Pilot-Master.PDF - Accident Photo (item 3, .PDF, 1 photo, 748 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460318&FileExtension=.PDF&FileName=Accident%20Photo-Master.PDF - Factual Revision (item 4, .PDF, 18 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40461192&FileExtension=.PDF&FileName=Factual%20Revision-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.