Robinson R44 accident near Miami, Florida, April 3, 2013
On April 3, 2013 at about 8:00 pm local time, a Robinson R44 (helicopter), registered N3101H, was destroyed in an accident during initial climb near Miami, Florida (Kendall Tamiami Executive Airp airport). It was a flight test under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The mechanic's failure to properly secure the pitch link hardware of one main rotor blade to the rotating swash plate, which resulted in the pitch link separating in flight and the pilot's subsequent loss of control. Contributing to the accident was the pilot’s/owner's pressure on the mechanic to return the helicopter to revenue service.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2013 · about 8:00 pm local time
- Place
- Miami, Florida · Kendall Tamiami Executive Airp · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N3101H · no longer on the register · serial 1610
- Damage
- Destroyed
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who also owned the helicopter company, hired a mechanic to change the main rotor blades on the helicopter. The main rotor blade change also required several adjustments to the pitch change rods on the rotor system followed by test flights. The accident flight was the second maintenance flight of the day and occurred about 1 hour of operation after the main rotor blade replacement. Witnesses observed the helicopter flying and heard a loud "pop" sound followed by components separating from the helicopter. They then observed the tail section separate from the helicopter and the helicopter crash to the ground. Witness statements and wreckage documentation were consistent with a main rotor blade rotating upward during the accident flight, which was followed by a tail strike and the helicopter rolling inverted. Subsequently, the mast bumped and the helicopter descended uncontrolled to the ground. A witness, who had flown the helicopter numerous times, stated that he observed the mechanic make adjustments to the pitch change rods on the rotor system during the maintenance procedure. He also stated that the mechanic told him that the owner of the helicopter was upset and that the helicopter manufacturer installed refurbished spindles onto the new blades. The owner's frustration likely distracted the mechanic and/or applied pressure for the mechanic to return the helicopter to service and revenue operations as soon as possible. On-scene examination of the wreckage revealed that the pitch-link-to-swash-plate connection for one of the main rotor blades was missing. The pitch link and horn were found about 90 feet away. Metallurgical examination of the main rotor system revealed that the attaching hardware for the pitch-link-to-swash-plate connection was most likely not secured properly and separated after about 1 hour of flight following the maintenance. All other failures were consistent with overstress and no preexisting cracking was noted. No other anomalies with the helicopter structure, systems, or engine were found.
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
- Aircraft maintenance event during prior to flight
- Part(s) separation from AC during initial climb defining event
- Flight control sys malf/fail during initial climb
- Mast bumping during initial climb
- Loss of control in flight during initial climb
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › Main rotor mast/swashplate › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Replacement › Maintenance personnel
- factor Personnel issues › Psychological › Personality/attitude › Motivation/respond to pressure › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 6,840 hours in all; 999,999 in this make and model
- Last flight review: February 25, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 760 hours
- Last inspection: annual inspection, December 4, 2012; 11 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 760 hours total
- Fire on the ground
- Operator: Bravo Helicopters LLC
The flight
- Departed from: TMB Miami FL at 7:55 pm
- Destination: TMB Miami FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 12 knots, gusting 6
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 5:53 pm from KTMB, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
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.