Robinson R22 Beta accident near Ozona, Texas, August 25, 2003
On August 25, 2003 at about 3:45 pm local time, a Robinson R22 Beta (helicopter), registered N731BA, was substantially damaged in an accident near Ozona, Texas. It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's decision to hover out of ground effect, which resulted in a loss of tail rotor effectiveness. A contributing factor was the lack of suitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2003 · about 3:45 pm local time
- Place
- Ozona, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N731BA · no longer on the register · serial 3013
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the flight, the pilot was following a hog up the side of a rocky ridgeline at approximately 25 feel agl. As the helicopter started to overtake the hog, the pilot pulled the helicopter into a hover to keep from over flying it. The pilot stated the helicopter "hit some dirty air and lost some tail rotor effectiveness." The pilot then "added left pedal and increased power, but the helicopter didn't respond." The pilot further stated he "had no altitude, or airspeed to make a recovery." Subsequently, the helicopter spun to the right and settled into the side of the ridge coming to rest on its left side. According to FAA's Advisory Circular 90-95, loss of tail rotor effectiveness (LTE) "is a critical, low-speed aerodynamic flight characteristic that can result in an uncommanded rapid yaw rate which does not subside of its own accord and, if not corrected, can result in the loss of aircraft control. LTE is not related to a maintenance malfunction and may occur in varying degrees in all single main rotor helicopters in some of the conditions conducive to LTE include a high power setting, low airspeed, and a tailwind or left crosswind."
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: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 15,367 hours in all; 7,000 in this make and model; 125 in the last 90 days; 30 in the last 30 days; 14,000 as pilot in command
- Last flight review: February 8, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,954.5 hours
- Last inspection: annual inspection, August 20, 2003; 3.7 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: Ozona TX at 4:42 pm
- Destination: Ozona TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.12 inHg
- Observation at 4:53 pm from SJT
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.
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.