Robinson R44 accident near Happy Jack, Arizona, July 17, 2003
On July 17, 2003 at about 8:05 pm local time, a Robinson R44 (helicopter), registered N8329B, was substantially damaged in an accident near Happy Jack, Arizona. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the partial loss of engine power due to an excessively lean mixture for undetermined reasons during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2003 · about 8:05 pm local time
- Place
- Happy Jack, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N8329B · registry record · serial 0219
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine lost power during cruise flight, and the helicopter collided with high vegetation during an autorotative descent. Just before touchdown during the forced landing, engine power was restored; however, the pilot decided to concentrate on successfully completing the forced landing. The helicopter touched down in high vegetation and was substantially damaged. The power loss was not preceded by any auditory or visual warnings, and none occurred during the descent. Following recovery of the helicopter from the remote site, the engine was visually examined then placed into a test cell and run up. During the first engine run, the engine exhibited the following results: (1) normal start; (2) normal warm-up; (3) lean operation upon accelerating between 2,250 and 2,300 rpm with no fuel boost pump on; (4) upon turning on the test cell's fuel boost pump, the engine accelerated between 2,700 and 2,800 rpm with no hesitation. During the second engine run, with a carburetor from another Lycoming O-540 engine, the accident engine operated normally during run up to full power without the test cell's fuel boost pump turned on. Thereafter, the accident carburetor was examined, including a flow bench test, and no abnormalities were found that would have prevented the carburetor from functioning within prescribed design specifications. The reason for the excessively lean mixture/restricted fuel flow, which reduced the engine's available power, was not ascertained.
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: private
- Ratings: rotorcraft: helicopter
- Flight time: 9,000 hours in all; 1,200 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,800 hours
- Last inspection: annual inspection, June 1, 2003
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 0 hours total
The flight
- Departed from: FLG Flagstaff AZ at 7:45 pm
- Destination: PAN Payson AZ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 120° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 37°F (3°C)
- Altimeter: 30.36 inHg
- Observation at 7:56 pm from FLG, 30 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.
Other NTSB records under N8329B the same tail number, which may have belonged to a different aircraft at the time
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.