Amateur-built Rotorway Exec accident near Eden Prairie, Minnesota, October 9, 2004
On October 9, 2004 at about 1:22 pm local time, a amateur-built Rotorway Exec (helicopter), registered N82DR, was substantially damaged in an accident near Eden Prairie, Minnesota. It was a personal flight under general aviation rules (Part 91). 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 inadvertent deactivation of the battery switch leading to the helicopter's loss of engine power on base leg. A factor was the crops he encountered during the emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 9, 2004 · about 1:22 pm local time
- Place
- Eden Prairie, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Rotorway Exec
- Registration
- N82DR · no longer on the register · serial 1
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The experimental amateur-built helicopter sustained substantial damage on impact with terrain during an autorotation following an in-flight loss of engine power while on its base leg. The pilot stated in his accident report, "I was given clearance for the option and on the base leg I reached for, and pulled, the carburetor heat lever. After releasing the lever, I inadvertently bumped and threw the main battery switch. I felt the switch move. (These switches are located on the top of the center console, and they are hidden from view by the pilot's right leg due to cramped quarters). I then tried to find and reengage the switch and I threw the avionics switch. I immediately re-engaged the avionics switch. While searching for the battery switch, the engine stopped. ... Due to forward groundspeed, the helicopter slid forward and tipped forward. The rotor blades struck the ground in the front of the ship, which created torque forces, which tipped the machine onto its left side. " The pilot reported that there were no mechanical malfunctions in reference to the helicopter on the flight. The pilot's safety recommendation was that the "battery switch should be relocated or [guarded]."
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: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 228 hours in all; 52 in this make and model; 153 as pilot in command
- Last flight review: January 16, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 328 hours
- Last inspection: annual inspection
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotorway RW152 (piston); 0 hours total
The flight
- Departed from: FCM Eden Prairie MN at 8:22 am
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 20,000 ft
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 30.20 inHg
- Observation at 1:53 pm from FCM, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.