Robinson R-44 accident near Killingly, Connecticut, June 18, 2004
On June 18, 2004 at about 7:24 am local time, a Robinson R-44 (helicopter), registered N70144, was destroyed in an accident near Killingly, Connecticut (Danielson airport). It was a positioning flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot in command's intentional flight into instrument meteorological flight conditions, and his failure to maintain obstacle clearance which resulted in a controlled descent into trees. Factors included the pilot's inadequate weather evaluation, low cloud ceilings, fog, and dark night lighting conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2004 · about 7:24 am local time
- Place
- Killingly, Connecticut · Danielson · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Robinson R-44 · all R-44s on the register
- Registration
- N70144 · no longer on the register · serial 0362
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots were on a multiple-stop, multiple-day mission from California to Rhode Island, to deliver a camera helicopter to the company president. The helicopter departed a Pennsylvania airport after midnight, and en route, climbed over instrument meteorological conditions. In the middle of Connecticut, the crew attempted to circle down to an airport, through the instrument conditions, but collided with trees. Local weather at the time included low ceilings and fog. The helicopter was not equipped for instrument flight, and there was no record that the pilots contacted any flight service stations to file a flight plan or receive a weather update. The pilot in command held a commercial certificate with rotorcraft-helicopter and instrument-helicopter ratings, and was a certificated flight instructor. The second pilot received his private certificate with rotorcraft-helicopter rating 2 weeks before the accident.
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: flight instructor, commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 857 hours in all; 151 in the last 90 days; 81 in the last 30 days
- Last flight review: June 20, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
Co-pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 90 hours in all
- Last flight review: June 4, 2004
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 1,349 hours
- Last inspection: 100-hour inspection, November 26, 2003; 51 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: AVP Wilkes Barre PA at 4:47 am
- Destination: PVD Providence RI
- Flight plan: none
- Runway 31, 2,700 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 1.8 statute miles
- Sky: broken clouds at 200 ft
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.87 inHg
- Observation at 7:52 am from IJD, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.