Robinson R22 accident near Raymondville, Texas, May 18, 2001
On May 18, 2001 at about 3:00 pm local time, a Robinson R22 (helicopter), registered N7087X, was substantially damaged in an accident near Raymondville, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the main rotor drive belts while maneuvering which resulted in a loss of main rotor drive. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2001 · about 3:00 pm local time
- Place
- Raymondville, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N7087X · no longer on the register · serial 2829
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter had been in flight for approximately 5 minutes when the main rotor rpm began to decrease. The "clutch light" illuminated and the "low rotor horn sounded." The pilot initiated an autorotation to an open field; however, he did "not have enough altitude" to clear some trees. The helicopter contacted the trees and impacted the ground "hard." The main rotor drive belts were found separated from the drive wheels. An examination of the helicopter by an aircraft mechanic and an FAA inspector revealed that the drive belts were "frayed and ripped." No anomalies were noted with the rest of the drive system. The helicopter was issued an airworthiness certificate on May 27, 1998. Review of the helicopter's maintenance records revealed that it had undergone its last annual inspection on February 10, 2001, at an aircraft total time of 409.2 hours. There was no record of the drive belts being replaced during the life of the helicopter. According to the helicopter manufacturer, the drive belts are to be changed on condition, and there is no life limit on the belts; however, the belts usually get replaced during the helicopter's 2,200-hour overhaul. At the time of the accident, the helicopter had accumulated a total of 488 hours.
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: rotorcraft: helicopter
- Flight time: 9,000 as pilot in command
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 488 hours
- Last inspection: annual inspection, February 10, 2001; 78.7 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: NONE Raymondville TX at 2:55 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N7087X 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.