Robinson R44 accident near Girdwood, Alaska, August 30, 2018
On August 30, 2018 at about 1:00 am local time, a 2013 Robinson R44 (helicopter), registered N99645, was substantially damaged in an accident during standing (engine(s) operating) near Girdwood, Alaska. It was flown under charter and air-taxi rules (Part 135). 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 fisherman's fishing rod striking the helicopter’s rotating main rotor disk during loading.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 2018 · about 1:00 am local time
- Place
- Girdwood, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 II, built 2013 · all R44s on the register
- Registration
- N99645 · registry record · serial 13448
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, while "hot loading" the second set of fishermen onto the helicopter, a fishing rod struck a main rotor disc. The pilot added that he heard a "small tick," but that, as he hovered the helicopter, he felt no unusual indications through the flight controls. During examination of the helicopter after shutdown, the pilot found damage to the main rotor blade, and based on the manufacturer's main rotor blade damage guidance, he determined that the main rotor blade was beyond repair limits. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation.
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 loading event during standing (engine(s) operating) defining event
- Aircraft inspection event during after landing
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › (general) › Not specified
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,140 hours in all; 1,350 in this make and model; 245 in the last 90 days; 100 in the last 30 days; 2,070 as pilot in command
- Last flight review: May 1, 2018
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 0 hours total
- Operator: Alpine Air Alaska Inc
The flight
- Departed from: Drift River AK
- Destination: Drift River AK
Weather at the time
- Light: daylight
- Wind: from 250° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.82 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on October 16, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photos | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.