Robinson Helicopter R44 accident near Lakewood, New Jersey, July 4, 2011
On July 4, 2011 at about 8:30 pm local time, a Robinson Helicopter R44, registered N64JM, was substantially damaged in an accident during maneuvering (hover) near Lakewood, New Jersey (Lakewood Airport). It was a positioning 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 yaw control of the helicopter while hovering.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2011 · about 8:30 pm local time
- Place
- Lakewood, New Jersey · Lakewood Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44 · all R44s on the register
- Registration
- N64JM · no longer on the register · serial 1020
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the helicopter was facing southeast and that the wind was from the southwest at 3 knots, resulting in a 90-degree right crosswind. As soon as the pilot lifted to a hover and began to move forward, the helicopter began to spin to the right. He applied full left pedal input, but the spin continued. He maneuvered the helicopter away from nearby aircraft and into a clear area where he executed a hovering autorotation. Upon touchdown, the skids spread, and the occupants exited the helicopter. Postaccident examination of the helicopter revealed no evidence of preimpact failure or malfunction of the tail rotor drive system components.
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
- Loss of control in flight during maneuvering (hover) defining event
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Yaw control › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 806 hours in all; 305 in this make and model; 192 in the last 90 days; 66 in the last 30 days; 711 as pilot in command; 309 on instruments
- Last flight review: January 19, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,352 hours
- Last inspection: 100-hour inspection, May 1, 2011; 20 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 0 hours total
The flight
- Departed from: N12 Lakewood NJ at 8:30 pm
- Destination: BLM Farmingdale NJ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 59°F (15°C)
- Altimeter: 29.80 inHg
- Observation at 9:00 pm from NEL, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.