Robinson R44 accident near Rayville, Louisiana, June 19, 2005
On June 19, 2005 at about 7:30 pm local time, a Robinson R44 (helicopter), registered N744MD, was substantially damaged in an accident near Rayville, Louisiana. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's loss of control following an encounter with loss of tail rotor effectiveness. A contributing factor was the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2005 · about 7:30 pm local time
- Place
- Rayville, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N744MD · no longer on the register · serial 259
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 597-hour private pilot was departing on his third flight to the north. Immediately after take-off the helicopter spun to the right and the low rotor rpm warning sounded. The pilot stated "that as soon as the right yaw was felt, left rudder was applied but had no effect". At about 20 feet above the ground, the pilot entered an autorotation. The pilot further stated that, " evidently, I flared too much and the tail boom struck the ground". After the rotor stopped, the pilot and three passengers exited the helicopter. The FAA Rotorcraft Flying Handbook (FAA-H-8083-21), page 11-10, states, "Under certain conditions of high weight, high temperature, or high density altitude, you might get into a situation where the (rotor) rpm is low even though you are using maximum throttle". The handbook continues, " since the tail rotor is geared to the main rotor, low main rotor rpm may prevent the tail rotor from producing enough thrust to maintain directional control". There was no mechanical deficiencies prior to the accident. The NTSB Investigator in Charge calculated the density altitude at 2,033 feet, and the take-off weight to be within 100 pounds of the helicopters maximum certified weight.
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: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 597 hours in all; 111 in this make and model; 31 in the last 90 days; 7 in the last 30 days
- Last flight review: October 1, 2004
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
- Operator: Drakes Landing, Inc.
The flight
- Departed from: Rayville LA at 7:30 pm
- Destination: Rayville LA
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 020° at 11 knots, gusting 17
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 88°F (31°C), dew point 57°F (14°C)
- Altimeter: 30.01 inHg
- Observation at 7:53 pm from SAT
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.
Other NTSB records under N744MD 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.