Robinson R44 accident near Silver Spring, Pennsylvania, July 19, 2009
On July 19, 2009 at about 12:40 pm local time, a Robinson R44 (helicopter), registered N25VH, was substantially damaged in an accident during enroute (cruise) near Silver Spring, Pennsylvania (Lancaster airport). It was an instructional 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 student pilot's inability to fully control the helicopter, during cruise and the resultant off-field hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2009 · about 12:40 pm local time
- Place
- Silver Spring, Pennsylvania · Lancaster · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 II · all R44s on the register
- Registration
- N25VH · no longer on the register · serial 10308
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student helicopter pilot was at the end of the cruise portion of a solo cross-country flight. When she was about to begin her descent to the destination airport, she noticed that the vertical speed indicator was indicating a descent of approximately 1,000 feet per minute and that the airspeed had increased about 10 knots. The pilot "raised the collective" control in an effort to reduce or stop the descent, but the helicopter did not respond as she expected and the descent continued. She then determined that she would not be able to reach the airport, and selected a field suitable for a landing. The helicopter landed hard in the field, and sustained substantial damage to the skids and portions of the engine mount and fuselage. On-scene examination did not reveal any preimpact failures or anomalies and postaccident testing, including runs at the engine manufacturer's factory, indicated that the engine performed normally and was capable of developing its rated power. The helicopter was equipped with hydraulically boosted main rotor flight controls which were to be used for all phases of flight. The pilot's control for activating or deactivating the hydraulic system was a 1/4 inch unguarded toggle switch located on the pilot’s cyclic control stick. The accident helicopter was not equipped with any visual or audio annunciations to alert the pilot that the hydraulic system had either failed or was selected off in flight, and no such option was available from the manufacturer. According to the helicopter manufacturer's pilot operating handbook, "Hydraulic system failure is indicated by heavy or stiff cyclic and collective controls," and that in the event that the hydraulic system failed or was turned off, "control will be normal except for the increase in stick forces." Although some control symptoms experienced by the pilot were consistent with an inoperative hydraulic system, some were not, and no physical evidence of an inoperative hydraulic system was noted.
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
- Unknown or undetermined during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Attain/maintain not possible
Dual student
- Certificate: private
- Ratings: single-engine land
- Flight time: 275 hours in all; 62 in this make and model; 27 in the last 90 days; 15 in the last 30 days; 158 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 898 hours
- Last inspection: 100-hour inspection, May 30, 2009; 61 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 0 hours total
The flight
- Departed from: FDK Frederick MD at 11:45 am
- Destination: LNS Lancaster PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.11 inHg
- Observation at 12:56 pm from LNS, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.