Robinson R44 accident near Minneapolis, Minnesota, February 5, 2005
On February 5, 2005 at about 11:00 pm local time, a Robinson R44 (helicopter), registered N7091C, was substantially damaged in an accident near Minneapolis, Minnesota. It was a business flight under general aviation rules (Part 91). No one was hurt; 3 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 compensation for the wind conditions and his failure to maintain control of the helicopter while maneuvering to center the helicopter on a cart. A factor associated with the accident was the wind gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 5, 2005 · about 11:00 pm local time
- Place
- Minneapolis, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N7091C · no longer on the register · serial 0617
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter rolled over following a loss of control while maneuvering. The pilot reported he was landing on a cart when the accident occurred. He reported the helicopter touched down, and he was attempting to raise the helicopter to center it on the cart, when a gust of wind caused the helicopter to roll to the right. The right skid contacted the ground and the helicopter came to rest on its right side. The pilot stated the cart is approximately 6 to 8 inches high. He also stated that when the helicopter is centered on the cart there is approximately 1 foot of clearance between the outside of each skid and the edge of the cart. The local winds reported at ANE at the time of the accident were from 160 degrees at 16 knots gusting to 23 knots. The airport manager reported that helicopters are prohibited from hover taxiing between the hangars on the airport. The pilot reported they land the helicopter on a cart which they then tow into the hangar using an all terrain type vehicle.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,827 hours in all; 912 in this make and model; 45 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
- Operator: H & K Builders, Inc.
The flight
- Departed from: W11 Menomonie WI at 10:00 pm
- Destination: ANE Anoka MN
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 160° at 16 knots, gusting 23
- Visibility: 10 statute miles
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N7091C 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.