Robinson R22 Beta accident near Cornudas, Texas, August 3, 2002
On August 3, 2002 at about 6:30 pm local time, a Robinson R22 Beta (helicopter), registered N681MP, was substantially damaged in an accident near Cornudas, Texas. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain rotor RPM and his improper landing flare. A contributing factor was the activation of a warning light.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 2002 · about 6:30 pm local time
- Place
- Cornudas, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N681MP · no longer on the register · serial 3345
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 3,053-hour pilot reported that he was ferrying the helicopter to its new owner. The pilot stated that while in cruise flight, at 1,000 feet AGL, the helicopter's clutch light flickered then went out. Approximately one minute later, the clutch light flickered again and went out. The pilot elected to land the helicopter. The pilot entered an autorotation, slowed the aircraft to 65 knots, and made a 180-degree left turn. After the helicopter stopped its turn, and as it descended to approximately 200 feet AGL, the helicopter encountered a "high sink rate." As the helicopter descended through 150 feet AGL, the pilot rolled on throttle, rejoined the needles, and increased collective pitch. The aircraft continued to descend abnormally, and the pilot stated the airspeed was 60 knots. The pilot further increased collective, and by 50 feet AGL, the helicopter began to "shudder." The pilot began to flare the aircraft, and it touched down "hard," bounced, and touched down again. The left landing skid folded out and up, and the helicopter slid approximately 30 to 40 feet before coming to rest on its right side. Examination of the clutch assembly, actuator assembly, and Vee belts revealed no anomalies that would have precluded normal operation.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 3,053 hours in all; 872 in this make and model; 219 in the last 90 days; 75 in the last 30 days; 2,990 as pilot in command; 735 on instruments
- Last flight review: January 30, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 28 hours
- Last inspection: annual inspection; 18.9 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: ELP El Paso TX at 6:00 pm
- Destination: MAF Midland TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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.