Most Recent Maintenance on Engine. 
Photograph of crankshaft gear bolt as found and post removal. Note damaged threads.
Right side view of helicopter damage. Note damage to building.
Federal Aviation Administration
Left side view of helicopter damage and pavement ground scars.
Federal Aviation Administration
View of separated tail boom.
Federal Aviation Administration
View of carburetor.
Maintenance Records Excerpt
Initial Examination
View of Crankshaft Gear Bolt as Found.
View of sheared pin and full crankshaft gear bolt.
View of air filter box.
All top and bottom spark plugs.
View of both magnetos.
View of oil suction screen.
Fuel Receipt
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Teterboro, New Jersey
Lycoming; Williamsport, Pennsylvania
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N44EK
Location: Chatham, NJ
Accident Number: ERA17LA116
Date & Time: 02/24/2017, 1823 EST
Registration: N44EK
Aircraft: ROBINSON HELICOPTER R44
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
ADDITIONAL INFORMATION
According to the Textron Lycoming Direct Drive Overhaul Manual, Section 7-65, Crankshaft Gear;
"Assemble the gear to the crankshaft using both a new lockplate and bolt. Refer to Figure 7-12F. The correct bolt, lockplate and dowel for each gear are shown in Table 7-4. Tighten the bolt to 125 inch lbs. torque, then with a hammer and brass drift, tap lightly around the pilot flange of the gear and listen for sharp solid sounds from the hammer blows that would indicate that the gear is seated against the crankshaft. As a check on seating against the crankshaft, attempt to insert a pointed .001 inch thick feeler gage or shim stock between the gear and crankshaft at each of the three scallops. The .001 feeler gage, or any smaller feeler gage, must fit between the two surfaces at any location. (.001 feeler gage is used as an indicator, however there must be no clearance between crankshaft and gear.) Retighten the gear attaching bolt to the proper tor que. Tighten the 5/16 inch bolt to 204 inch-pound torque or the 1/2 inch bolt to 660 inch-pound torque. Measure the clearance between the O.D. of the gear flange and the pilot I.D. of the crankshaft. There should not be more than .0005 inch clearance at any point. Bend the lockplate against the bolt head."
On January 23, 2003, Lycoming issued a mandatory service bulletin (SB475C) for crankshaft gear modification and assembly procedures which in part states;
"Damage to the crankshaft gear and the counterbored recess in the rear of the crankshaft, as well as badly worn or broken gear alignment dowels are the result of improper assembly techniques or the reuse of worn or damaged parts during reassembly. Since a failure of the gear or the gear attaching parts would result in complete engine stoppage, the proper inspection and reassembly of these parts is very important."
Step 6 of the procedures described the assembly of the gear to the crankshaft using a new lockplate and bolt;
"Assemble the gear to the crankshaft using both a new lockplate and bolt. Refer to Figure 6. The correct bolt, lockplate and dowel for each gear are shown in Table 2. Tighten the bolt to 125 in.-lbs. torque, then with a hammer and brass drift, tap lightly around the pilot flange of the gear and listen for sharp solid sounds from the hammer blows that would indicate that the gear is seated against the crankshaft. As a check on the seating against the crankshaft, attempt to insert a pointed .001 inch thick feeler gage or shim stock between the gear and crankshaft at each of the three scallops. The .001 feeler gage, or any smaller feeler gage, must NOT fit between the two surfaces at any location. (.001 feeler gage is used as an indicator, however, there must be no clearance between crankshaft and gear.) Retighten the gear attaching bolt to the proper torque. Tighten the 5/16 inch bolt to 204 in.-lbs. torque or the 1 1/2 inch bolt to 660 in.-lbs. torque. Measure the clearance between the O.D. of the gear flange and the pilot I.D. of the crankshaft. There should not be more than .0005 inch clearance at any point."
On September 12, 2016, Lycoming issued supplement No. 1 to the mandatory service bulletin that provided an alternate method of compliance to Service Bulletin No. 475C if the crankshaft gear is replaced rather than modified.
On February 24, 2017, at 1823 eastern standard time, a Robinson R-44 helicopter, N44EK, collided with buildings and terrain after performing a forced autorotation landing near Chatham, New Jersey. The private pilot received minor injuries and the passenger was seriously injured. The helicopter was registered to N44EK Inc. and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual flight rules conditions prevailed near the accident site at the time of the accident and no flight plan was filed for the flight that originated at Millville Municipal Airport (MIV), Millville, New Jersey, about 1745.
The pilot and passenger departed in the afternoon on the day of the accident from Richmond Executive Airport-Chesterfield County (FCI), Richmond, Virginia, then flew to MIV where they requested a fuel "top-off." The pilot purchased 24.1 gallons of 100 low-lead aviation fuel about 1730, and then departed enroute to Lincoln Park Airport (N07), Lincoln Park, New Jersey, which was about 101 nautical miles away.
The pilot reported that during cruise flight from MIV to N07, he was transitioning the area near Morristown Municipal Airport (MMU) Morristown, New Jersey about 1,800 mean sea level, when the engine stopped producing power. The low RPM warning horn sounded, and he lowered the collective and entered an autorotation. The area was congested, and it was during nighttime conditions. The pilot spotted a clear area between two long single-story buildings (garages) but struck one of the buildings during the forced landing and subsequently lost control. The passenger stated that immediately before the accident, he heard a "whoosh" followed by the engine losing power.
The MMU airport tower controller was in communication with the pilot during the transition through the MMU airspace; according to the air traffic control transcripts, at 1819:24, the pilot reported, "two thousand three hundred, we're on the way down to eighteen hundred, four four echo kilo", which was acknowledged by the controller. At 1823:37 the pilot reported, "uh Morristown, helicopter four four echo kilo, we are going to make an autorotation, we don't know where we are." The pilot repeated "we're making an autorotation" several times, then reported "emergency going down."
A witness in the nearby apartment building stated he heard the helicopter and described the "engine missing or sputtering." He heard it pass over the roof, then heard the collision.
PERSONNEL INFORMATION
According to Federal Aviation Administration (FAA) airman records, the pilot held a private pilot certificate with a rating for rotorcraft-helicopter. At the time of the accident, he had accumulated about 1,600 hours of flight experience, of which 1,100 hours were in the helicopter make and model.
AIRCRAFT INFORMATION
According to FAA and the helicopter's maintenance records, the helicopter received a standard airworthiness certificate in the normal category on December 7, 1999. It was a four place, two blade helicopter that was powered by a 225 HP, six cylinder, Lycoming O-540 series engine. The engine had accumulated 5.9 hours total time since undergoing major overhaul, that was completed on March 7, 2016. The airframe, with the newly overhauled engine installed, was overhauled and inspected on January 16, 2017, and had accrued about 2,000 total airframe hours at the time of overhaul. The helicopter was recently purchased on December 15, 2016.
METEOROLOGICAL INFORMATION
At 1845, the weather reported at MMU, located about 4 miles north northwest of the accident site, included wind from 180° at 7 knots, visibility 15 statute miles, few clouds at 6,000 ft, temperature 20° C, dew point 12° C, and an altimeter setting of 28.84 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The helicopter struck the roof of a single-story garage on the forward down slope of the roof and came to rest on an asphalt access road perpendicular to the garages. The tail rotor separated about 5 ft in from the tail rotor and the main rotor blades were bent down span wise. There were multiple buckles in the fuselage and the landing skids were flattened out to both sides of the fuselage. The fuel tanks remained intact, were capped and fuel was visible, about six inches below fuel filler neck. Fuel samples were taken; it was blue in color, with a fuel odor and no contaminants.
All major components of the helicopter were accounted for at the scene and all components remained attached to the engine, gear box, rotor blade and tail rotor. The examination of the wreckage was conducted at a secured facility.
The rocker box covers were removed, and no anomalies were noted. However, when the crankshaft was rotated, there was no movement noted on any of the rocker arms. Thumb compression and suction were observed on cylinder No. 5 when the crankshaft was rotated. However, no compression was observed on any other cylinders. The cylinders were examined using a lighted borescope and no anomalies were noted.
The engine was removed from the helicopter to facilitate further examination. The accessory section of the engine was removed. The crankshaft gear bolt was about 3/16 inches from the seated position. The safety lockplate washer was present; however, the washer exhibited wear. Rotational scoring was noted on the crankshaft gear bolt head. The crankshaft gear bolt was removed, and the bottom threads of the bolt were damaged. The crankshaft gear was removed, and the alignment dowel was sheared. For more information about the engine examination, the report can be found in the public docket for this case.
Figure 1: Left and right photographs of the crankshaft gear bolt.
According to the Textron Lycoming Direct Drive Overhaul Manual, Section 7-65, Crankshaft Gear;
"Assemble the gear to the crankshaft using both a new lockplate and bolt. Refer to Figure 7-12F. The correct bolt, lockplate and dowel for each gear are shown in Table 7-4. Tighten the bolt to 125 inch lbs. torque, then with a hammer and brass drift, tap lightly around the pilot flange of the gear and listen for sharp solid sounds from the hammer blows that would indicate that the gear is seated against the crankshaft. As a check on seating against the crankshaft, attempt to insert a pointed .001 inch thick feeler gage or shim stock between the gear and crankshaft at each of the three scallops. The .001 feeler gage, or any smaller feeler gage, must fit between the two surfaces at any location. (.001 feeler gage is used as an indicator, however there must be no clearance between crankshaft and gear.) Retighten the gear attaching bolt to the proper tor que. Tighten the 5/16 inch bolt to 204 inch-pound torque or the 1/2 inch bolt to 660 inch-pound torque. Measure the clearance between the O.D. of the gear flange and the pilot I.D. of the crankshaft. There should not be more than .0005 inch clearance at any point. Bend the lockplate against the bolt head."
On January 23, 2003, Lycoming issued a mandatory service bulletin (SB475C) for crankshaft gear modification and assembly procedures which in part states;
"Damage to the crankshaft gear and the counterbored recess in the rear of the crankshaft, as well as badly worn or broken gear alignment dowels are the result of improper assembly techniques or the reuse of worn or damaged parts during reassembly. Since a failure of the gear or the gear attaching parts would result in complete engine stoppage, the proper inspection and reassembly of these parts is very important."
Step 6 of the procedures described the assembly of the gear to the crankshaft using a new lockplate and bolt;
"Assemble the gear to the crankshaft using both a new lockplate and bolt. Refer to Figure 6. The correct bolt, lockplate and dowel for each gear are shown in Table 2. Tighten the bolt to 125 in.-lbs. torque, then with a hammer and brass drift, tap lightly around the pilot flange of the gear and listen for sharp solid sounds from the hammer blows that would indicate that the gear is seated against the crankshaft. As a check on the seating against the crankshaft, attempt to insert a pointed .001 inch thick feeler gage or shim stock between the gear and crankshaft at each of the three scallops. The .001 feeler gage, or any smaller feeler gage, must NOT fit between the two surfaces at any location. (.001 feeler gage is used as an indicator, however, there must be no clearance between crankshaft and gear.) Retighten the gear attaching bolt to the proper torque. Tighten the 5/16 inch bolt to 204 in.-lbs. torque or the 1 1/2 inch bolt to 660 in.-lbs. torque. Measure the clearance between the O.D. of the gear flange and the pilot I.D. of the crankshaft. There should not be more than .0005 inch clearance at any point."
On September 12, 2016, Lycoming issued supplement No. 1 to the mandatory service bulletin that provided an alternate method of compliance to Service Bulletin No. 475C if the crankshaft gear is replaced rather than modified.
Pilot Information
Certificate: Private
Age: 54, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 01/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1600 hours (Total, all aircraft), 1100 hours (Total, this make and model), 20 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: ROBINSON HELICOPTER
Registration: N44EK
Model/Series: R44 UNDESIGNATED
Aircraft Category: Helicopter
Year of Manufacture: 1999
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0690
Landing Gear Type:Skid;
Seats: 4
Date/Type of Last Inspection: 03/07/2016, Annual
Certified Max Gross Wt.: 2400 lbs
Time Since Last Inspection: 6 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2006 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: O-540 SERIES
Registered Owner: On file
Rated Power: 225 hp
Operator:On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: MMU, 186 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 1845 UTC
Direction from Accident Site: 330°
Lowest Cloud Condition: Few / 6000 ft agl
Visibility: 15 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.84 inches Hg
Temperature/Dew Point: 20°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Millville, NJ (MIV)
Type of Flight Plan Filed: None
Destination: LINCOLN PARK, NJ (N07)
Type of Clearance: None
Departure Time: 1745 EST
Type of Airspace: Class G
Wreckage and Impact Information
Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 40.739444, -74.388333 (est)
NTSB Identification: ERA17LA116
14 CFR Part 91: General AviationAccident occurred Friday, February 24, 2017 in Chatham, NJ
Aircraft: ROBINSON HELICOPTER R44, registration: N44EK
Injuries: 1 Serious, 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On February 24, 2017, at 1837 eastern standard time, a Robinson R-44 helicopter, N44EK, collided with a building and terrain during an autorotation near Chatham, New Jersey. The private pilot received minor injuries and the passenger was seriously injured. The helicopter was registered to N44EK Inc. and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual metrological conditions prevailed near the accident site at the time of the accident. No flight plan was filed for the flight that originated from Richmond Executive Airport-Chesterfield County (FCI), Richmond, Virginia, and was destined for the Lincoln Park Airport (N07), Lincoln Park, New Jersey.
The passenger stated that the helicopter was newly acquired. They were transiting near Morristown, New Jersey, when he heard a "whoosh" sound and then the engine experienced a total loss of power. The pilot then performed an autorotation.
A witness in the nearby apartment building stated he heard the helicopter, and described the sounds as the "engine missing or puttering." He heard it pass over the roof then heard the collision.
Initial examination of the wreckage by a Federal Aviation Administration inspector revealed that the helicopter hit the roof of a garage and then came to rest on an asphalt road. The tail rotor separated and the main rotor blades were bent down span wise.
The helicopter was retained for further examination.
CHATHAM, N.J. (CBSNewYork) — A helicopter made a crash landing in a suburban New Jersey neighborhood Friday night.
Chopper 2 was over the scene in Chatham, where the 1,500 pound helicopter made a hard, emergency landing around 6:30 p.m.
“I think the pilot, from my vantage point, did a wonderful job landing this helicopter where he did and could have averted catastrophe,” a Chatham spokesperson told reporters.
The Robinson R44 was traveling from Richmond, Virginia to Lincoln Park, New Jersey when it came down in the parking lot of an apartment complex on Main Street, narrowly missing the residential buildings and the people inside. However, the helicopter’s tail did hit a community garage, according to the FAA.
Neighbors told CBS2’s Jessica Layton this is something they never expected to see in their small, quiet town.
“It’s kind of surreal,” resident Jeff Andrews said.
Andrews was enjoying the warm weather Friday night when he noticed the helicopter flying dangerously close to the ground.
“It looked really low in the sky and it just kind of lunged forward, and we heard a bang. It sounded like it hit metal or something,” he said.
“We heard what we thought was an explosion,” another resident, Sarah Schwarz, said. “I was concerned it fell on the apartments. I ran over to make sure they were safe.”
The 54-year-old pilot from New Jersey walked away nearly unscathed, while his passenger was taken to a local hospital with back pain. They are both expected to be OK.
“Well I feel like there were angels looking out for a lot of people today,” Schwarz said.
The crash happened about three miles south of Morristown Airport.
An investigation is underway.
Story and video: http://newyork.cbslocal.com
Information on injuries was not immediately known, but it does not appear that any structure on the ground suffered significant damage. Police did not immediate respond to requests for information Friday night.
Sean Flood, who lives nearby, said he saw a man grabbing items from the craft as police and firefighters secured the scene. The helicopter appeared to have struck a one-story garage before hitting the ground, Flood said.
The FAA later confirmed the tail hit a garage near the Chatham Village Apartments, located about three miles south of Morristown Airport.
Two people were aboard the helicopter, a Robinson R44 built in 1999. The helicopter is registered to an owner in Newark, Del., according to the FAA.
Story and photo gallery: http://www.nj.com
CHATHAM, New Jersey (WABC) -- The cause of a helicopter crash in the parking lot of an apartment complex in New Jersey is under investigation.
At the Chatham Village Apartments Friday evening, the Robinson R44 helicopter made a sudden crash landing in the complex's parking lot just before 6:30 p.m.
"We heard something we thought was an explosion, and we all stopped and tried to figure out what was going on," said Sarah Schwarz, a witness.
Miraculously, the body of the helicopter remained mostly intact during the crash and the pilot walked away uninjured, but his passenger was taken to a nearby hospital.
Investigators said the 30-foot helicopter, weighing more than 1,400 pounds, left from Richmond, Va., and was heading toward Lincoln Park, N.J., when there was a malfunction. The FAA and NTSB are now studying the crash.
City officials said considering how close this landing was to several power lines and homes, it could have been a lot worse.
"I think the pilot from my vantage point did a wonderful job landing this helicopter where he did and could've averted catastrophe," said Stephen Williams, police information officer of the Chatham Borough. "He crashed right in between the garages and the complex, like of all places to land, I mean there was a lot of angels out there."
Witnesses describe hearing a small explosion that drew people from every direction to this parking lot just behind the apartment complex in Chatham. The helicopter's tail hit a garage.
"I see the helicopter was coming, it was a little high," said Jose Cascant, a witness. "I see the guy is coming around from the buildings and he tried to go."
The 54-year-old pilot from New Jersey could walk, but witnesses said his passenger seemed to be in a lot of pain.
"I saw one man who was up and walking around and checking on everything and making sure that the helicopter was safe and stabilized, and the other gentlemen who was in the helicopter was injured, but he was conscious," another witness said.
Story and video: http://abc7ny.com
Additional Participating Entity:
FAA/FSDO; Teterboro, New Jersey
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Sunday, December 18, 2005 in Linden, NJ
Probable Cause Approval Date: 07/25/2007
Aircraft: Robinson R44, registration: N44EK
Injuries: 2 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The Robinson R-44 helicopter experienced a loss of engine power on the initial climb after takeoff, during an instructional flight. The certified flight instructor (CFI) conducted an autorotation to a nearby construction site; however, the helicopter's skids dug into the muddy ground, and the main rotor blades contacted the tail boom. Examination of the helicopter did not reveal any preimpact mechanical malfunctions. The CFI reported 1,920 hours of total flight experience, which included about 300 hours in the accident helicopter make and model.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A loss of engine power for undetermined reasons.
On December 18, 2005, about 1220 eastern standard time, a Robinson R44 helicopter, N44EK, was substantially damaged during a forced landing after takeoff from Linden Airport (LDJ), Linden, New Jersey. The certificated flight instructor (CFI) and a student pilot were not injured. Visual meteorological conditions prevailed and no flight plan had been filed for the local instructional flight conducted under 14 CFR Part 91.
The CFI reported that as the helicopter climbed after takeoff, it began to vibrate and experience a loss of engine power. The CFI conducted an autorotation to a nearby construction site that was located about 1/4 mile from the approach end of runway 27. During the autorotation, the helicopter's skids dug into the muddy ground, and the main rotor blades contacted the tail boom.
Review of maintenance records revealed that the helicopter had been operated for about 20 hours since its most recent annual inspection, which was performed on November 10, 2005.
Subsequent examination of the helicopter by a Federal Aviation Administration (FAA) airworthiness inspector, and other maintenance personnel did not reveal any preimpact mechanical malfunctions.
The CFI reported 1,920 hours of total flight experience, which included about 300 hours in the accident helicopter make and model.
The reported temperature and dew point at an airport about 5 miles northeast of the accident site, about the time of the accident, was 37 and 21 degrees F; respectively. Review of a carburetor icing probability chart placed the reported temperature and dew point in the "serious icing - glide power" range of the chart.
Additional Participating Entity:
FAA FSDO-17; Philadelphia, Pennsylvania
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Saturday, August 03, 2002 in Atlantic City, NJ
Probable Cause Approval Date: 04/17/2003
Aircraft: Robinson R-44, registration: N44EK
Injuries: 3 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot stated that while on final approach to the heliport, the wind shifted, which resulted in a higher sink rate and ground speed. To compensate, the pilot flared "harder" than normal, and the tail rotor struck the heliport perimeter fence. The reported wind speed at an airport approximately 10 miles away was from 130 degrees at 8 knots, with no gusts.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's improper flare during approach.
On August 3, 2002, about 1700 eastern daylight time, a Robinson R-44, N44EK, was substantially damaged while landing at the Steel Pier Heliport (92N), Atlantic City, New Jersey. The certificated commercial pilot and two passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the commercial sightseeing flight conducted under 14 CFR Part 91.
The pilot stated that he was completing a 3-minute sightseeing flight. During his final approach to the heliport, the wind shifted, which resulted in a higher than normal sink rate. Additionally, a higher than anticipated ground speed caused the pilot to flare "harder." Subsequently, the tail rotor struck the heliport perimeter fence, and the helicopter began to spin. However, the pilot was able to land the helicopter uneventfully at the heliport. The pilot added that prior to the collision, he did not experience any mechanical malfunctions with the helicopter.
Examination of the wreckage by a Federal Aviation Administration inspector revealed that the tail rotor and gearbox had separated from the helicopter.
The reported winds at an airport approximately 10 miles west of the accident site, at 1654, were from 130 degrees at 8 knots, with no gusts.
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