Robinson R44 accident near Topeka, Kansas, April 5, 2008
On April 5, 2008 at about 5:03 am local time, a Robinson R44 (helicopter), registered N402PD, was substantially damaged in an accident during maneuvering near Topeka, Kansas. It was a public-use flight (local) 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
A malfunctioning magneto, resulting in a high engine rpm and low rotor warning indications. A contributing factor was the impact with a light pole, during the precautionary landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 2008 · about 5:03 am local time
- Place
- Topeka, Kansas · 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
- N402PD · registry record · serial 11554
- Damage
- Substantial damage
- Flight
- Public-use flight (local) · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a routine night surveillance flight, the helicopter's pilot heard the single reciprocating engine "fluctuate" slightly; he noted that the engine's rpm gauge was above the "normal operating limits", and the gauge [needle] was "jumping up-and-down". In order to keep the engine within operating limits, the pilot disabled the engine governor and decreased the engine rpm. During the return to base, the pilot heard the engine rev up and the low rotor rpm alarm. During the precautionary landing in a parking lot, the helicopter's main rotor blade contacted a light pole. The helicopter subsequently made a hard landing, coming to rest on its side. The magneto, governor controller, clutch actuator, engine/rotor tachometer and drive-belts were removed for examination. The governor, clutch actuator, tachometer, and drive belts all passed either a visual or electronic test inspection. A visual inspection of the magneto revealed that the exterior of the magneto was absent any damage, but was lightly covered with an "oil like" liquid. The magneto was bench tested and produced regular sparks beginning at 196 rpm's. The magneto’s signals to the governor box were clear and equal, with only a very slight overlap between both signals. The magneto was disassembled; the light oil like substance was present on the inside of the magneto. The inspection also revealed "whiskers" of residue/corrosion on the magneto contacts; which were black instead of the normal silver color. During the test it was noted that the magneto should have produced a regular spark at 150 rpm, and that the residue/corrosion could send extra impulse signals to the governor box; producing an indication that the engine is revving. However, it was also noted that because there was only a slight overlap of the electrical signals, and since the magneto passed the other test items,a malfunction could not be duplicated.
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
- Sys/Comp malf/fail (non-power) during maneuvering defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Malfunction
- Aircraft › Aircraft propeller/rotor › Rotorcraft flight control › Main rotor control › Damaged/degraded
- Environmental issues › Physical environment › Object/animal/substance › Pole › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Contributed to outcome
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 611 hours in all; 466 in this make and model; 72 in the last 90 days; 18 in the last 30 days; 499 as pilot in command
- Last flight review: March 21, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Co-pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 186 hours in all; 116 in this make and model; 101 in the last 90 days; 45 in the last 30 days; 81 as pilot in command
- Last flight review: December 2, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,207 hours
- Last inspection: 100-hour inspection, April 3, 2008; 4 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
- Operator: Topeka Police Department
The flight
- Departed from: Topeka KS at 4:09 am
- Destination: Topeka KS
- Flight plan: VFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 130° at 3 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 32°F (0°C)
- Altimeter: 30.01 inHg
- Observation at 4:53 pm from KTOP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 3 |
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.