Robinson R-44 accident near Russellville, Kentucky, February 6, 2003
On February 6, 2003 at about 9:45 pm local time, a Robinson R-44 (helicopter), registered N7184M, was substantially damaged in an accident near Russellville, Kentucky (None airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 2003 · about 9:45 pm local time
- Place
- Russellville, Kentucky · None · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Robinson R-44 · all R-44s on the register
- Registration
- N7184M · no longer on the register · serial 0440
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the pilot initiated a hover, he applied full carburetor heat, and as he raised the collective for takeoff, the carburetor heat automatically dropped. He then lowered the collective, but "failed to get the carb heat needed to maintain power." The engine began to sputter, then lost power completely. The pilot then performed a full autorotation into the lake. Examination of the airplane and engine revealed no pre-impact mechanical malfunction. Additionally, the position of the carburetor heat control knob in the cockpit was extended approximately 2 inches. Temperature reported at 1655, at an airfield 25 miles to the southeast, was 32 degrees Fahrenheit, and the dew point was 32 degrees Fahrenheit, with light snow and mist. Review of an FAA carburetor icing probability chart placed the reported temperature and dew point in the "serious icing at cruise power" area of the chart.
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: commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 961 hours in all; 27 in this make and model; 240 in the last 90 days
- Last flight review: October 31, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,202.3 hours
- Last inspection: 100-hour inspection, November 29, 2002; 28.8 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: JVY Jeffersonville TN at 10:15 pm
- Destination: CKV Clarksville TN
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 010° at 9 knots
- Visibility: 1 statute miles
- Sky: overcast at 500 ft
- Temperature: 32°F (0°C), dew point 32°F (0°C)
- Altimeter: 30.09 inHg
- Observation at 9:55 pm from HOP, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.