Robinson R44 II accident near Easton, Washington, August 2, 2007
On August 2, 2007 at about 9:20 pm local time, a Robinson R44 II (helicopter), registered N7531D, was destroyed in an accident near Easton, Washington. It was flown under charter and air-taxi rules (Part 135). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper planning/decision in attempting a downwind takeoff under high density altitude conditions that resulted in a loss of control and impact with terrain. Contributing to the accident were the helicopter's gross weight in excess of the maximum hover out of ground effect limit, a high density altitude, and the gusty tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2007 · about 9:20 pm local time
- Place
- Easton, Washington · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 II · all R44 IIs on the register
- Registration
- N7531D · no longer on the register · serial 10412
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was departing from a clear cut area in forested mountainous terrain at an elevation of 4,961 feet. A witness observed the helicopter lift off vertically, oriented in a southerly direction, to an altitude of about 40 feet before turning 90 degrees to the left and proceeding down the hillside to the east. The helicopter then began to sway back and forth after traveling about 100 to 150 feet, then it impacted the ground in a nose low, left bank attitude. The witness stated that the wind was switching around during the morning, and that it was blowing down slope toward the east at the time of the accident. The closest weather reporting facility, which was located 8 miles west of the accident site, reported winds gusting out of the west to 16 knots. No evidence of any preimpact anomalies were found during the post accident examination that would have precluded normal operation. During the accident flight the helicopter was being operated 77 pounds over the maximum gross weight for an Out of Ground Effect hover for the existing conditions. The helicopter was being operated in a high density altitude environment, which was computed to be 6,841 feet mean sea level.
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: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,122 hours in all; 160 in the last 90 days; 55 in the last 30 days; 2,016 as pilot in command; 1,492 on instruments
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 436 hours
- Last inspection: annual inspection, June 1, 2007; 70 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming IO-540-AE-1A5 (piston); 0 hours total
- Fire on the ground
- Operator: Classic Helicopter Corp
The flight
- Departed from: Easton WA at 8:45 pm
- Destination: Smith Island WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 43°F (6°C)
- Altimeter: 30.10 inHg
- Observation at 9:56 pm from SMP, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.