Robinson Helicopter R44 accident near Rowlett, Texas, October 26, 2023
On October 26, 2023 at about 9:52 pm local time, a 2023 Robinson Helicopter R44, registered N141CD, was substantially damaged in an accident during enroute (cruise) near Rowlett, Texas. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A malfunction of the helicopter’s Engine Monitoring Unit (EMU)/Governor Controller for undetermined reasons. Contributing to the accident was the flight instructor’s failure to turn off the EMU/Governor Controller per the emergency checklist when the malfunction first occurred.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 2023 · about 9:52 pm local time
- Place
- Rowlett, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44, built 2023 · all R44s on the register
- Registration
- N141CD · registry record · serial 30091
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in level flight, the flight instructor heard the engine and rotor rpm increase, followed by the high rotor rpm horn. The flight instructor reduced the throttle and subsequently observed another increase in engine and rotor rpm as if the throttle were fully open. The flight instructor again reduced the throttle, then observed rpm fluctuations and suspected they had a governor failure. He attempted overgripping the throttle but said it had limited effect in controlling the rpms. Concerned with the prospect that the engine could fail at any moment, the flight instructor initiated an autorotation as the engine fluctuations could not affect flight if they were unmarried to the rotor. The pilot selected a dirt field off the nose of the helicopter and began their descent. The field had been recently plowed, and recent rain showers made the field muddy. During the touchdown on the field, the skids dug into the dirt and the helicopter nosed forward, which resulted in the main rotor contacting the ground. The helicopter spun violently and then came to rest upright. The helicopter sustained substantial damage to the main rotor, tail rotor, tail boom, and empennage. The helicopter’s Engine Monitoring Unit (EMU)/Governor Controller was retained for further examination. The EMU/Governor Controller was a single unit that maintained the engine rpm in the governing range. Engine and rotor rpm were related as long as the rotor was not in a freewheel/autorotation condition. The EMU side of the unit just recorded data. Operational testing of the unit did not replicate the issue the flight crew experienced. No anomalies were found that would have precluded the unit’s normal operation. Per the helicopter’s Pilot Operating Handbook, the emergency procedure for a governor failure was to grip the throttle firmly to override the governor and then switch the governor off before completing the flight using the manual throttle control. The flight instructor reported that, although he thought he attempted to disable the governor, post-flight he was not sure if they had accomplished it or not. Had the pilot followed the emergency checklist and disabled the governor, they would have likely maintained some throttle control during the emergency landing.
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
- Off-field or emergency landing during enroute (cruise)
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Accessory gear › boxes › (general) › Malfunction
- Personnel issues › Action/decision › Action › Incorrect action performance › Instructor/check pilot
- Environmental issues › Physical environment › Terrain › Wet/muddy terrain › Contributed to outcome
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 714 hours in all; 462 in this make and model; 221 in the last 90 days; 66 in the last 30 days; 587 as pilot in command; 127 on instruments
- Last flight review: March 10, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Dual student
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,298 hours in all; 43 in this make and model; 58 in the last 90 days; 32 in the last 30 days; 1,488 as pilot in command
- Last flight review: August 15, 2023
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 226 hours
- Last inspection: 100-hour inspection, October 4, 2023; 19 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 26 hours total
The flight
- Departed from: T57 Garland TX at 9:40 pm
- Destination: F46 Rockwall TX
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,400 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.88 inHg
- Observation at 4:53 pm from KDAL, 15 miles away
Weather report (METAR): METAR KDAL 262153Z 15007KT 10SM BKN030 BKN120 BKN250 27/22 A2988
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N141CD 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.