Robinson Helicopter Company R44 II accident near Red Oak, Iowa, July 14, 2012
On July 14, 2012 at about 10:50 pm local time, a Robinson Helicopter Company R44 II, registered N556MM, was substantially damaged in an accident during landing (flare/touchdown) near Red Oak, Iowa. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from the ground-support vehicle during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 2012 · about 10:50 pm local time
- Place
- Red Oak, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II
- Registration
- N556MM · no longer on the register · serial 10111
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was unable to activate the motorized spray system after arriving at the field to be sprayed. He returned to the departure location in order to troubleshoot the inoperative spray system. As he maneuvered the helicopter to land next to a ground-support vehicle, the main rotor system impacted a landing platform installed on top of the vehicle. The pilot reported that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation of the helicopter. The wind near the time of the accident was reported as calm. In the absence of any mechanical malfunctions or adverse atmospheric conditions, the pilot should have been able to maintain proper distance from the known obstacle.
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
- Collision during takeoff/land during landing (flare/touchdown) defining event
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Ground vehicle › Response/compensation
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,327 hours in all; 562 in this make and model; 100 in the last 90 days; 87 in the last 30 days; 1,247 as pilot in command
- Last flight review: June 17, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 910 hours
- Last inspection: 100-hour inspection, July 3, 2012
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 0 hours total
- Operator: Johnson Helicopter Services, LLC.
The flight
- Departed from: Red Oak IA at 10:45 pm
- Destination: Red Oak IA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 29.96 inHg
- Observation at 10:55 pm from KRDK, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
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.
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.