Robinson R-22 Beta accident near Montpelier, Virginia, June 3, 2003
On June 3, 2003 at about 3:03 pm local time, a Robinson R-22 Beta (helicopter), registered N23428, was substantially damaged in an accident near Montpelier, Virginia. It was an aerial observation flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate main rotor rpm while maneuvering at a low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2003 · about 3:03 pm local time
- Place
- Montpelier, Virginia · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 Beta · all R-22 Betas on the register
- Registration
- N23428 · no longer on the register · serial 2208
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter took off approximately 100 pounds over maximum gross weight, then flew for an hour and a half conducting low altitude power line inspections. A hand-held Global Positioning System receiver located near the wreckage recorded the entire flight. A review of the last 23 seconds of recorded data revealed that the helicopter was headed 088 degrees, before it initiated a left turn to a heading of 285 degrees. During that time, the helicopter decelerated from a ground speed of 30.4 knots to 3.6 knots before the data ended. The helicopter descended vertically through trees, and came to rest on its right side. The collective was found in the full-up position. Examination of the low rotor RPM light displayed significant stretching and deformation to the filament, consistent with a hot impact. The Robinson R-22 Beta Pilot Operating Handbook (POH) Safety Notice #SN-10, stated that a primary cause of fatal accidents in light helicopters is failure to maintain rotor RPM. The 417-hour helicopter pilot was reported to have accumulated a total of 370 hours in R-22 helicopters.
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: 417 hours in all; 370 in this make and model; 30 in the last 90 days; 19 in the last 30 days; 47 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 2,186.6 hours
- Last inspection: 100-hour inspection, April 15, 2003; 34.2 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: EZF Shannon Airport VA at 1:25 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft
- Temperature: 68°F (20°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from KOPF, 14 miles away
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.