Robinson R44 accident near Burlington, Wisconsin, February 28, 2004
On February 28, 2004 at about 6:00 pm local time, a Robinson R44 (helicopter), registered N7184G, was substantially damaged in an accident near Burlington, Wisconsin (Burlington Muni airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate visual lookout and his failure to obtain/maintain clearance from the transmission wire during the takeoff. Factors contributing to the accident were the transmission wire and the pole.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 2004 · about 6:00 pm local time
- Place
- Burlington, Wisconsin · Burlington Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N7184G · registry record · serial 0937
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter sustained substantial damage when it impacted the ground after contacting a power line and pole during takeoff. The pilot's accident report stated, "I cleared the area did a slow vertical liftoff and a left pedal turn. I was instantly in the wires which were [approximately] 10-12 [feet] north of depot and [approximately] 14-15 [feet] high. Obviously I didn't see the wires and have never seen wires that close to a fuel depot. ... The tail rotor got in the wires first and actually 'reeled' me backwards into the pole. Then the main rotor made contact. Then we hit the ground. It took me a few seconds to kill the engine as we were being bounced around so violently." His safety recommendation was, "The wires should at the very least been marked or identified in some way. (sign, placard) Most importantly they shouldn't have been so close to fuel depot 15-20 [feet] or so low. They should have been underground."
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: private
- Ratings: rotorcraft: helicopter
- Flight time: 323 hours in all; 75 in this make and model; 13 in the last 90 days; 6 in the last 30 days; 175 as pilot in command
- Last flight review: September 9, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 140 hours
- Last inspection: annual inspection, May 23, 2003; 140 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: BUU Burlington Muni WI at 6:00 pm
- Destination: C02 Lake Geneva WI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 13 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 30.31 inHg
- Observation at 6:54 pm from BUU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.