Robinson R44 accident near Daytona Beach, Florida, February 18, 2004
On February 18, 2004 at about 6:00 pm local time, a Robinson R44 (helicopter), registered N323TC, was substantially damaged in an accident near Daytona Beach, Florida (Spruce Creek airport). It was a business flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for wind conditions while hover taxiing, which resulted in a loss of control and subsequent in-flight collision with terrain and a rollover of the helicopter. A factor associated with the accident was a gusty wind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 2004 · about 6:00 pm local time
- Place
- Daytona Beach, Florida · Spruce Creek · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N323TC · no longer on the register · serial 10215
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport certificated pilot was departing from the airport's heliport for a local area business flight. He said that gusty wind conditions prevailed during the accident takeoff, and that just after takeoff, while hover taxiing to the active runway, a strong gust of wind from the right pushed the helicopter to the left, and over an area of grass-covered terrain. The helicopter subsequently descended, the left skid contacted an area of grass-covered terrain, and the helicopter began to roll to the left. As the roll continued, the main rotor blades contacted terrain, and the helicopter rolled onto its left side. The helicopter sustained structural damage to the tail boom, fuselage, and to the main rotor and tail rotor drive systems. The pilot noted that there were no preaccident mechanical anomalies with the helicopter.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 10,899 hours in all; 53 in this make and model; 39 in the last 90 days; 27 in the last 30 days; 5,844 as pilot in command
- Last flight review: November 13, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE145 (piston); 0 hours total
The flight
- Departed from: 7FL6 Daytona Beach FL at 5:00 pm
- Destination: 7FL6 Daytona Beach FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N323TC the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.