Hughes OH-6A accident near Eagle Pass, Texas, October 7, 2003
On October 7, 2003 at about 4:58 pm local time, a Hughes OH-6A (helicopter), registered N8524Z, was substantially damaged in an accident near Eagle Pass, Texas. It was a public-use flight under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the aft segment of the tail rotor drive shaft for undertermined reasons. A contibuting factor was the lack of suitable terrain for the foced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2003 · about 4:58 pm local time
- Place
- Eagle Pass, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes OH-6A · all OH-6As on the register
- Registration
- N8524Z · registry record · serial 65-12933
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The 2,363-hour pilot reported that he was maneuvering the helicopter at an altitude of 30 to 60 feet AGL, with 5 to 10 knots forward airspeed when the nose of the helicopter started to move to the right. The pilot corrected for this with the left pedal. The nose of the helicopter stopped momentarily then started moving back to the right and could not be stopped with full left pedal. The helicopter was spinning uncontrollably to the right and the engine and rotor RPM increased. The pilot tried to hold the helicopter level with the cyclic, lowered the collective, held full left pedal and started to retard the throttle when contact with the ground occurred. The helicopter came to rest on its left side. The pilot reported that the tail rotor was not turning when the helicopter hit the ground. Examination of the helicopter by the operator revealed that the aft segment of the tail rotor drive shaft, approximately 24 inches forward of the tail rotor gear box attach point, was separated. The reason for the separation was not determined.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,363 hours in all; 605 in this make and model; 182 in the last 90 days; 38 in the last 30 days; 2,165 as pilot in command
- Last flight review: August 14, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 14,156.8 hours
- Last inspection: annual inspection, June 30, 2003; 35 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison C-20 B (turboshaft); 0 hours total
The flight
- Departed from: DRT Del Rio TX at 3:20 pm
- Destination: 5T9 Eagle Pass TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 7 knots
- Visibility: 15 statute miles
- Sky: overcast at 30,000 ft; scat at 3,000 ft
- Temperature: 86°F (30°C), dew point 72°F (22°C)
- Altimeter: 29.94 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.