Amateur-built Rotorway EXEC 162F accident near Carrollton, Virginia, August 4, 2001
On August 4, 2001 at about 7:25 pm local time, a amateur-built Rotorway EXEC 162F (helicopter), registered N113RD, was substantially damaged in an accident near Carrollton, Virginia. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
pilot's inadequate fuel consumption calculations, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2001 · about 7:25 pm local time
- Place
- Carrollton, Virginia · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Rotorway EXEC 162F
- Registration
- N113RD · registry record · serial 6334
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing, the pilot serviced the helicopter with fuel for a total of 17 gallons and performed a preflight inspection. He then started the helicopter, checked the systems, and proceeded on several flights with different passengers. After the sixth take-off, the pilot flew to his home, hovered for a few minutes, then proceeded to fly along the bank of the James River. As he approached 300-foot tall power lines, the pilot said the helicopter yawed to the left, which he felt was an indication of an engine failure. The pilot autorotated to the ground and collided with trees. A representative of RotorWay International downloaded and evaluated data from the engine control units under the supervision of a Safety Board investigator. Examination of the data revealed that the engine had been operating for a total of 1-hour and 54-minutes. The data also revealed that there were no errors or faults listed for the flight, and the monitored engine parameters appeared to be normal. According to the pilot, the helicopter would consume about 7.5 gallons per hour. Examination of the helicopter and engine revealed that there were no mechanical deficiencies.
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
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 195 hours in all; 46 in this make and model
- Medical certificate: Class 2
- Seat: left
- Injury: serious injuries
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotorway 162F (piston); 0 hours total
The flight
- Departed from: NONE Suffolk VA at 5:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 70°F (21°C)
- Altimeter: 29.93 inHg
- Observation at 7:54 pm from PHF, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number IAD01LA091.