# NTSB LAX00FA134: Robinson R22 Beta, N8328Q, Rialto, CA, March 24, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 24, 2000, 12:48 local (20:48 UTC) - Place: Rialto, CA - Coordinates: 34.118057, -117.383613 - Nearby events: https://openairdocs.org/map.md?lat=34.1181&lon=-117.3836&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report November 25, 2003 - Report: Approved by Office Director - Parties: Lycoming Engines, Robinson Helicopter Company, FAA FSDO - NTSB case key (mKey): 48928 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX00FA134 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48928/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=48928 - Page: https://openairdocs.org/ntsb/LAX00FA134 ## Probable cause The pilot's in-flight loss of control for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - vfr pattern - final approach - reason for occurrence undetermined - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis For undetermined reasons, the pilot began hovering between 150 and 250 feet agl while on final approach to the airport. He then lost control of the helicopter and descended in a nose low attitude until impacting the ground. Earlier during the morning the pilot had flown with his flight instructor (CFI) on a round robin cross-country flight to the same airport. According to the CFI, the pilot had demonstrated that he was competent to make the same flight solo, so the CFI endorsed his logbook authorizing the flight. Subsequently, the pilot departed on his first solo cross-country flight in the helicopter. Recorded radar data indicates that the pilot proceeded to the destination airport, entered its traffic pattern about 500 feet agl, and turned onto the base leg while descending to about 200 feet agl. Two witnesses observed the pilot on the final approach leg. One witness reported that the helicopter appeared to hover for 3 to 10 seconds, while the other witness estimated it was stopped in the air for 5 seconds. Both witnesses reported seeing the helicopter's pitch attitude decrease, then the helicopter descended while in a 45-degree nose low attitude. The on-scene accident site examination revealed the helicopter impacted hard onto the level ground while heading toward the airport. The helicopter's landing gear structure fragmented, and the main rotor blades bent aftward. The helicopter came to rest 100 feet from the initial point of impact. No evidence was found of any in-flight contact between the main rotor blades and the fuselage. No evidence was found of any preimpact mechanical malfunction with the flight control, driveline, and throttle governor systems. The engine was test run and full rated power was obtained. The pilot was certificated to fly airplanes and had about 110 hours of fixed wing flying experience. His total dual and solo experience flying the Robinson R22 was 29 and 5.7 hours, respectively. ## Factual narrative HISTORY OF FLIGHT On March 24, 2000, about 1248 Pacific standard time, a Robinson R22 Beta, N8328Q, operated by Universal Aviators Academy, Inc., El Monte, California, descended into terrain while on final approach to the (uncontrolled) Rialto Municipal Airport, Rialto, California. The helicopter was destroyed, and the private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the solo instructional flight. The flight was being performed under 14 CFR Part 91, and it originated from El Monte about noon. The pilot's certified flight instructor (CFI) reported to the National Transportation Safety Board investigator that his student, who was certificated to pilot airplanes, was learning to fly rotorcraft. The accident occurred during the student's first solo cross-country flight in rotorcraft. During the morning of March 24, the pilot received a dual flight lesson from his CFI in the accident helicopter. The 1.1-hour-long lesson involved flying a round robin course between El Monte and Rialto. About 1045, upon returning to El Monte, the CFI endorsed his student's logbook for his first solo cross-country flight in the R22. The planned route of flight was to be identical to the route they had just flown. Prior to taking off the helicopter's fuel tanks were completely filled. En route to Rialto, the pilot passed the Ontario International Airport. Thereafter, according to Federal Aviation Administration (FAA) recorded radar data, the pilot flew in an easterly and northeasterly direction toward Rialto. Approaching Rialto's downwind leg in the traffic pattern, the helicopter's ground speed was about 84 knots, and it was cruising about 1,900 feet msl (about 500 feet above ground level (agl)), as indicated by the helicopter's Mode C (altitude reporting) transponder. The radar data indicates that about 1247:15, when the helicopter turned onto the base leg for taxiway 24, it had descended to about 1,600 feet msl. (Rialto Airport's elevation is 1,455 feet msl.) At this time its ground speed had decreased to about 72 knots. The helicopter was last recorded on radar at 1247:19. At this time the helicopter was on base leg, its altitude was 1,600 feet msl, and its ground speed had decreased to approximately 41 knots. Several witnesses observed and heard the helicopter in the vicinity of the Rialto Airport seconds before it crashed. In summary, a paramedic, who was located about 1/3-mile northwest of the crash site, reported that he heard the helicopter and then observed it hovering between 150 and 200 feet agl. The helicopter was "stationary" and was pointed westerly (toward the airport). After between 3 and 10 seconds, the helicopter turned or pivoted left about a point, thus changing its heading between 45 and 90 degrees. Then, while headed in a southwesterly or southerly direction, the helicopter's nose pitched about 45 degrees downward, and it started flying westward in this nose down attitude without any apparent loss of altitude. After proceeding less than five helicopter lengths in this nose down attitude, the helicopter began descending. Its nose down attitude remained the same. The paramedic additionally stated that he lost sight of the helicopter when it descended below a small ridgeline, but a second thereafter he observed a cloud of dirt propagate upward, which indicated to him that the helicopter had crashed. During the entire time in which the paramedic heard the helicopter, no unusual sounds, like popping, banging, or engine missing sounds, were heard. A 13-year-old boy, who was located an estimated 1/3-mile southwest of the crash site, reported that he observed the helicopter "stopped in the air" for about 5 seconds. It "wobbled," tilted nose down about 45 degrees, and descended. A dirt cloud came up about 1 second later. A non-English speaking witness, located about 1/10-mile west of the crash site, reported (through an interpreter) that he first observed the helicopter flying level. White smoke was trailing from the helicopter. The helicopter started shaking, nosed over, and descended at a 45-degree angle until he lost sight of it. The witness did not see any fire or recall hearing any noise from the helicopter. Seconds before the accident, a flight instructor was near the midfield location over the Rialto Airport. The flight instructor reported that he observed the accident helicopter enter downwind for taxiway 24 at 500 feet agl. The helicopter turned onto the base leg and nothing unusual occurred. When the helicopter was on base leg it had descended between 250 and 300 feet agl. The visibility was about 10 miles, and the wind was light and variable. The air was smooth and "it was good autorotation weather." The accident pilot's CFI subsequently reported to the Safety Board investigator that, based upon his observations of the accident site's location and its proximity to the airport, he opined that his student had crashed while flying over an appropriate flight route. The accident site location was indicative of the helicopter having descended from the traffic pattern to ground level while on either the base or final approach legs to the taxiway that parallels runway 24. PERSONNEL INFORMATION A review of the pilot's personal flight record logbook revealed he commenced primary flight training in February 1992, and principally flew Cessna 150 and Piper PA-28-151 airplanes. He obtained a private pilot certificate in March 1994. Thereafter, he continued flying on a monthly basis until August 1996, whereupon he discontinued flying. The pilot's logbook indicates that he resumed flying on March 8, 1999. On that date he completed a flight review in a Cessna. On June 7, 1999, the pilot began taking flying lessons in the accident helicopter. He continued taking lessons several times per month, and by the accident date he had logged about 27 individual flights in the Robinson R22. By the date of the accident, the pilot's total aircraft flight time was about 140.5 hours. Of this time, approximately 110.4 hours had been flown in airplanes and about 30.1 hours had been flown in rotorcraft, of which about 29.1 hours had been flown in the Robinson R22. Including the 0.9-hour-long accident flight, the pilot's total solo flight time in R22s was about 5.7 hours. AIRCRAFT INFORMATION A review of the maintenance logbooks revealed that on January 31, 2000, the helicopter's total airframe and engine times were 2,764.2 hours and 2,006.9 hours, respectively. At this time, the helicopter was overhauled by the Robinson Helicopter Company and was returned to service. The logbooks indicate that on March 13, 2000, the operator's contract mechanic performed a 100-hour inspection at a total helicopter time of 2,861.7 hours (97.5 hours since overhaul). Thereafter, the helicopter was returned to service. The next and final entry in the maintenance logs was noted on March 21, 2000. At that time the helicopter's total time was 2,882.0 hours (117.8 hours since overhaul). The helicopter was serviced by the operator's contract mechanic and, in part, a starter vibrator was replaced. Thereafter, the helicopter was operationally checked and returned to service. The CFI reported that just prior to the fatal flight when he had flown the helicopter, all control systems and warning lights were functioning properly. He stated, "everything was working." The operator reported that when the pilot rented the helicopter from the flight school for the accident flight, there were no outstanding squawks pertinent to the helicopter. During the postimpact examination of the wreckage, the helicopter's Hobbs hour recording meter was located and was observed displaying the numbers 2,890.1 hours. Based upon this value, the calculated number of hours since the helicopter was overhauled and received its last 100-hour inspection were 12 ## Aircraft - Registration: [N8328Q](https://openairdocs.org/deregistered/N8328Q-2002-07-27), registration cancelled 2002-07-27, S/N 2565, built 1995 (OpenAirDocs) - Reported make and model: Robinson R22 BETA - Registry model: [Robinson Helicopter R22 BETA](https://openairdocs.org/model/robinson-helicopter-r22-beta) (registry code 7640110) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 2565 - Airframe hours: 2890 - Engines: Lycoming O-320-B2C 160 horsepower reciprocating - Damage: Destroyed - Flight: Instructional, Part 91 - Operator: Universal Air Academy - Registered owner: Universal Aviators Academy, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 13, 2000, 28 hours before - Departed: EMT, EL MONTE, CA - Destination: L67, RIALTO, CA - Airport: L67, Rialto Municipal, runway 24, 4,500 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 50; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review March 8, 1999; seat: right; toxicology performed; flight hours: 141 total, 29 in this make and model, 76 as pilot in command, 13 in the last 90 days, 7 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft overcast - Temperature: 70 °F, dew point 30 °F - Altimeter: 29.94 inHg - Observed at: ONT, 13 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000324009649A](https://openairdocs.org/incident/20000324009649A), Mar 24, 2000: Robsin R22, Rialto, CA, No damage, 1 fatal. (-23) Mr. Gary c. chiles holds a private certificate with a rating of airplane single engine land. Mr. Chiles was receiving heli training from universal… ## Other investigations on N8328Q (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB LAX99LA307](https://openairdocs.org/ntsb/LAX99LA307), Sep 14, 1999: Robinson R-22 (N8328Q), Azusa, CA, substantial damage. Probable cause: the pilot's delay in recognizing the settling with power condition while performing a pinnacle approach, thus delaying his attempted go-around. ## Docket (32 files) The files NTSB released with the investigation on September 17, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=48928. 22.2 MB in all. - Supplement A (item 1, .PDF, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196847&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 2, .PDF, 433 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196848&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Supplement K (item 3, .PDF, 471 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196849&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Witness Statements (item 4, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449202&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - FAA Personnel Report (item 5, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449201&FileExtension=.PDF&FileName=FAA%20Personnel%20Report-Redacted.PDF - Accident Site Maps (item 6, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196852&FileExtension=.PDF&FileName=Accident%20Site%20Maps-Master.PDF - Wreckage Diagram (item 7, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196853&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Reports from Parties to the Investigation: Lycoming (item 8, .PDF, 900 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196854&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%3A%20Lycoming-Master.PDF - Reports from Parties to the Investigation: Robinson (item 9, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196855&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%3A%20Robinson-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 10, .PDF, 537 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449200&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 11, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449199&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Pilot's Logbook (item 12, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449198&FileExtension=.PDF&FileName=Pilot%27s%20Logbook-Redacted.PDF - Toxicological Report (item 13, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196858&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Weather: Radar Data and Plots (item 14, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196859&FileExtension=.PDF&FileName=Weather%3A%20Radar%20Data%20and%20Plots-Master.PDF - Fuel Receipt (item 15, .PDF, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196860&FileExtension=.PDF&FileName=Fuel%20Receipt-Master.PDF - Rental Records (item 16, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196861&FileExtension=.PDF&FileName=Rental%20Records-Master.PDF - Airplane and Enigine Logbook Excerpts (item 17, .PDF, 516 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196862&FileExtension=.PDF&FileName=Airplane%20and%20Enigine%20Logbook%20Excerpts-Master.PDF - Photo 1: Southwest View of the Main Wreckage from the Initial Point of Impact (item 18, .PDF, 700 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196864&FileExtension=.PDF&FileName=Photo%201%3A%20Southwest%20View%20of%20the%20Main%20Wreckage%20from%20the%20Initial%20Point%20of%20Impact-Master.PDF - Photo 2: Main Wreckage (item 19, .PDF, 858 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196865&FileExtension=.PDF&FileName=Photo%202%3A%20Main%20Wreckage-Master.PDF - Photo 3: Main Wreckage (aft view) (item 20, .PDF, 974 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196866&FileExtension=.PDF&FileName=Photo%203%3A%20Main%20Wreckage%20(aft%20view)-Master.PDF - Photo 4: Main Wreckage (front view) (item 21, .PDF, 950 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196867&FileExtension=.PDF&FileName=Photo%204%3A%20Main%20Wreckage%20(front%20view)-Master.PDF - Photo 5: Tail and Gearbox (item 22, .PDF, 982 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196868&FileExtension=.PDF&FileName=Photo%205%3A%20Tail%20and%20Gearbox-Master.PDF - Photo 6: Right Door (item 23, .PDF, 747 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196869&FileExtension=.PDF&FileName=Photo%206%3A%20Right%20Door-Master.PDF - Photo 7: Left Door (item 24, .PDF, 832 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196870&FileExtension=.PDF&FileName=Photo%207%3A%20Left%20Door-Master.PDF - Photo 8: Landing Gear Skids (partially reassembled) (item 25, .PDF, 628 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196871&FileExtension=.PDF&FileName=Photo%208%3A%20Landing%20Gear%20Skids%20(partially%20reassembled)-Master.PDF - Photo 9: Plexiglass Fragments (item 26, .PDF, 770 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196872&FileExtension=.PDF&FileName=Photo%209%3A%20Plexiglass%20Fragments-Master.PDF - Photo 10: Cockpit (item 27, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196873&FileExtension=.PDF&FileName=Photo%2010%3A%20Cockpit-Master.PDF - Photo 11: Engine (item 28, .PDF, 850 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196874&FileExtension=.PDF&FileName=Photo%2011%3A%20Engine-Master.PDF - Photo 12: Tail Rotor Blades (item 29, .PDF, 819 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196875&FileExtension=.PDF&FileName=Photo%2012%3A%20Tail%20Rotor%20Blades-Master.PDF - Photo 13: Main Rotor Blades (item 30, .PDF, 691 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196876&FileExtension=.PDF&FileName=Photo%2013%3A%20Main%20Rotor%20Blades-Master.PDF - Photo 1. View from normal downwind at 500 agl for taxiway 24. Western Operations, Inc. photo. (item 31, .PDF, 259 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196900&FileExtension=.PDF&FileName=Photo%201.%20%20View%20from%20normal%20downwind%20at%20500%20agl%20for%20taxiway%2024.%20%20Western%20Operations,%20Inc.%20photo.-Master.PDF - Photo 2. View showing final for taxiway 24. Western Operations, Inc. photo. (item 32, .PDF, 308 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196903&FileExtension=.PDF&FileName=Photo%202.%20%20View%20showing%20final%20for%20taxiway%2024.%20%20Western%20Operations,%20Inc.%20photo.-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.