Robinson R-22 accident near Salem, Missouri, June 7, 1999
On June 7, 1999 at about 11:30 pm local time, a Robinson R-22 (helicopter), registered N9071T, was substantially damaged in an accident near Salem, Missouri. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the engine quit due to water contamination of the fuel and the pilot's inadequate preflight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 1999 · about 11:30 pm local time
- Place
- Salem, Missouri · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N9071T · no longer on the register · serial 198
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after preflighting the helicopter he hovered the helicopter to a location where he 'hot fueled' out of a fuel service tank that was in the flatbed of a pickup. The pilot remained at the controls while the hot refueling occurred. The pilot did not check for fuel contamination after the helicopter was hot refueled with 8 to 10 gallons of fuel. He reported taking off to relocate the helicopter to the field where agricultural spraying operations were to be conducted. He flew about 1/2 mile and was about 100 feet agl traveling at 50 knots when the helicopter yawed to the left and the low RPM light illuminated. The engine quit and he entered an autorotation. He pulled some collective to avoid a tree. He reported that he completed the autorotation, but the helicopter was in a high rate of descent with very little blade inertia when he impacted the ground. An inspection of the helicopter revealed that the fuel sump, carburetor, and adjacent fuel lines were contaminated with water. A fuel sample was taken from the bottom of the fuel service tank located on the back of the pickup, and it was contaminated with water.
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: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,613 hours in all; 61 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 1,529 as pilot in command; 302 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,759 hours
- Last inspection: annual inspection, April 26, 1999; 5 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 2 knots
- Visibility: 15 statute miles
- Sky: scat at 8,000 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.