Robinson Helicopter R44 accident near Spring Branch, Texas, May 28, 2016
On May 28, 2016 at about 9:35 pm local time, a 2014 Robinson Helicopter R44, registered N921ES, was substantially damaged in an accident during taxi (into takeoff position) near Spring Branch, Texas (Kestrel Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain helicopter control while hovering in gusting tailwind conditions, resulting in the tailboom striking a light pole and impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2016 · about 9:35 pm local time
- Place
- Spring Branch, Texas · Kestrel Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44 Raven II, built 2014 · all R44s on the register
- Registration
- N921ES · no longer on the register · serial 13643
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he was hover taxiing the helicopter in a confined area, after refueling. He reported there was a large tree to the southwest of his position and a light pole to northeast of his position. He recalled that he began to taxi to the northwest; away from the light pole, but "a significant left quartering wind" about 9 knots gave him "a hard time controlling the tail". He reported that he did not feel that he could turn the nose into the wind in the confined area and decided to climb vertically to avoid obstacles. He reported that he ascended, encountered a wind gust, and the tailboom yawed to the right and struck the light pole. The helicopter descended, impacted the ground, and came to rest on its left side. The helicopter sustained substantial damage to the fuselage, the main and tail rotor systems. The pilot reported that there were not any mechanical anomalies or malfunctions with any portion of the helicopter that would have prevented normal flight operations. The nearest weather reporting station was two miles north-northwest. The meteorological aerodrome report about the time of the accident reported the wind was out of 160 degrees true at 11 knots. FAA-8083-21A, Chap. 11-20 para. 2 states: Weathercock Stability (120–240°) In this region, the helicopter attempts to weathervane, or weathercock, its nose into the relative wind. Unless a resisting pedal input is made, the helicopter starts a slow, uncommanded turn either to the right or left, depending upon the wind direction. If the pilot allows a right yaw rate to develop and the tail of the helicopter moves into this region, the yaw rate can accelerate rapidly. In order to avoid the onset of LTE in this downwind condition, it is imperative to maintain positive control of the yaw rate and devote full attention to flying the helicopter.
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
What happened, in order
- Abrupt maneuver during taxi (into takeoff position) defining event
- Other weather encounter during maneuvering (hover)
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (hover)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on equipment
- Environmental issues › Physical environment › Object/animal/substance › Pole › Contributed to outcome
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Yaw control › Not attained/maintained
Pilot
- Certificate: airline transport pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,928 hours in all; 635 in this make and model; 28.7 in the last 90 days; 7.3 in the last 30 days; 4,750 as pilot in command
- Last flight review: April 3, 2016
- Medical certificate: Class 1 (with waivers/limitations)
- Injury: no injuries
The aircraft
- Airframe total time: 204.9 hours
- Last inspection: 100-hour inspection, January 12, 2016
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-A1A5 (piston); 246 hours total
- Operator: Flying Helicopters INC
The flight
- Departed from: PVT Borne TX at 9:00 pm
- Destination: 1T7 Spring Branch TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 3,700 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 29.90 inHg
- Observation at 8:58 pm from KRND, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on September 2, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photo | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.