Robinson Helicopter Company R44 II accident near Stonewall, Texas, March 24, 2026
On March 24, 2026 at about 2:30 pm local time, a 2004 Robinson Helicopter Company R44 II, registered N233JD, was substantially damaged in an accident during maneuvering (low-alt flying) near Stonewall, Texas. It was an aerial observation flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2026 · about 2:30 pm local time
- Place
- Stonewall, Texas · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II, built 2004
- Registration
- N233JD · registry record · serial 10300
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On March 24, 2026, about 0930 central daylight time, a Robinson R44 II helicopter, N233JD, was substantially damaged when it was involved in an accident near Stonewall, Texas. The pilot and passenger were seriously injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 aerial observation flight. According to the pilot, she conducted a normal preflight inspection of the helicopter and found no anomalies. She stated that the purpose of the flight was to use the helicopter to flush wildlife into an open pasture for observation. While in a hover, about 15 to 30 ft above the tree line, she heard a loud “pop” and felt the helicopter jerk. The helicopter immediately entered an uncontrolled descent into terrain. The pilot reported that the helicopter would not respond to inputs made with the anti-torque pedals. The pilot, passenger, and a witness reported hearing a loud “pop” from the helicopter before the sound of the engine went quiet. According to the passenger, the helicopter shook violently after the “pop” was heard and then rotated rapidly in a clockwise direction. The helicopter sustained substantial damage to the fuselage, the main rotor system, the tailboom, and the tail rotor system. The helicopter was recovered to a secure facility for further examination.
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
What happened, in order
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The aircraft
- Airframe total time: 1,966.8 hours
- Last inspection: annual inspection, December 22, 2025
- Seats: 4
- Landing gear: fixed
- Operator: Sulphur Creek Helicopters LLC
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,200 ft
- Temperature: 66°F (19°C), dew point 59°F (15°C)
- Altimeter: 30.12 inHg
- Observation at 9:35 am from KT82, 12 miles away
Weather report (METAR): METAR KT82 241435Z AUTO 18009KT 10SM FEW012 19/15 A3012 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N233JD the same tail number, which may have belonged to a different aircraft at the time
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.