Robinson Helicopter Company R44 II accident near Palmer, Alaska, August 18, 2024
On August 18, 2024 at about 8:46 pm local time, a 2023 Robinson Helicopter Company R44 II, registered N783AK, was substantially damaged in an accident during landing near Palmer, Alaska. It was an other work-use flight under charter and air-taxi rules (Part 135). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the operator’s procedure manual and attempted to land at a remote landing zone in high wind conditions. Contributing factor was the pilot’s decision to not conduct a fly over of the landing site to determine wind condition which resulted in a loss of control during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2024 · about 8:46 pm local time
- Place
- Palmer, Alaska · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II, built 2023
- Registration
- N783AK · registry record · serial 14674
- Damage
- Substantial damage
- Flight
- Other work-use flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, while on a straight in approach to a remote landing site in an area of mountainous terrain, the helicopter experienced strong gusty wind conditions and down drafts. He attempted to abort the landing to no avail. The helicopter impacted terrain and rolled over resulting in substantial damage to the fuselage, tail boom and main rotor drive system. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. At the time of the accident, the pilot reported the wind was 30 knots with wind gusts of 40 knots. A passenger reported that enroute to the landing area the pilot stated the helicopter had a 30 knot head wind. The operator’s operating procedures manual states that if the wind is over 30 knots “DO NOT LAND” at the landing zone (LZ). According to the operator, pilots are required to fly over the LZ to determine wind direction and condition before attempting to land.
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
What happened, in order
- Windshear or thunderstorm during landing defining event
- Hard landing during landing (flare/touchdown)
- Loss of control in flight during landing
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Windshear › Effect on operation
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Info processing/decision › Understanding/comprehension › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Capability exceeded
- Organizational issues › Support/oversight/monitoring › Enforcement › Company/organization policy › Unknown/Not determined
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,416 hours in all; 965 in this make and model; 72 in the last 90 days; 14 in the last 30 days; 1,319 as pilot in command; 295 on instruments
- Last flight review: February 2, 2023
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: left
- Injury: minor injuries
Passenger
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 198.7 hours
- Last inspection: 100-hour inspection, August 24, 2024; 3.4 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 195 hours total
- Operator: Alpha Aviation
The flight
- Departed from: 03AN Palmer AK at 8:30 pm
Weather at the time
- Light: daylight
- Wind: at 30 knots, gusting 40
- Visibility: 10 statute miles
- Sky: broken clouds; not recorded at 6,000 ft
- Temperature: 17°F (-8°C), dew point 0°F (-18°C)
- Altimeter: 30.75 inHg
Weather report (METAR): SA 18/08/2024 20:53-> METAR PAAQ 182053Z 21008KT 170V240 10SM -RA OVC070 18/13 A2974 RMK AO2 RAE1957B27 SLP071 P0000 60000 T01830133 56016=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 | 1 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of accident helicopter at accident site
Photograph 2 – View of accident helicopter at accident site
Photograph 5 – Front view of accident helicopter at accident site
Photograph 6 - View of accident helicopter at accident siteThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on April 8, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Operator Statement | PDF, 2 pages | View Download |
| 3 | Photos | PDF, 5 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.