# NTSB LAX01LA125: Robinson R22B, N8492A, Long Beach, CA, March 21, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 21, 2001, 11:45 local (19:45 UTC) - Place: Long Beach, CA - Coordinates: 33.817501, -118.15139 - Nearby events: https://openairdocs.org/map.md?lat=33.8175&lon=-118.1514&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 6, 2001 - Report: Approved by Office Director - Parties: FEDERAL AVIATION ADMINISTRATION - NTSB case key (mKey): 51946 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX01LA125 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51946/pdf - Page: https://openairdocs.org/ntsb/LAX01LA125 ## Probable cause Failure of the CFI to adequately monitor the flight, which resulted in a low airspeed autorotation and hard landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - supervision - inadequate, pilot in command(cfi) (cause) - autorotation - intentional, dual student (contributing factor) - airspeed - low, dual student (contributing factor) ## Analysis During an autorotation, the pilot made a hard landing and the tail boom was severed. The purpose of the flight was to conduct pattern work, and takeoffs and landings to prepare the private pilot for his commercial pilot practical test flight. During the flight the private pilot was on the flight controls, with the CFI monitoring the flight. No discrepancies were noted with the first two takeoffs and landings. During the first autorotation, the CFI noted that the student allowed the airspeed to fall below 60 knots, and that the rotor rpm was moving outside the top of the green arc. He instructed the student to maintain airspeed at 65 knots until close to the ground, and to raise the collective to maintain rotor rpm inside the green arc. On the second autorotation, the CFI noted that the student maintained rotor rpm inside the green arc, but let the airspeed fall below 58 knots. The low rotor rpm warning horn sounded and the caution light illuminated. Due to the close proximity of the helicopter to the ground, a flare for landing was initiated. The CFI came up on the controls and noted that the collective was higher than normal. Prior to touchdown the CFI applied forward pressure on the cyclic to maintain a level attitude after touchdown. The helicopter landed hard and slid across the ground before coming to rest in a grassy area next to the helipad. The CFI noted that after coming to a stop he attempted to move the anti-torque pedals, but did not receive a response. ## Factual narrative On March 21, 2001, at 1145 hours Pacific standard time, a Robinson R22B, N8492A, made a hard landing and severed the tail boom at the Long Beach/Daugherty Field Airport, Long Beach, California. The helicopter was operated by Rainbow Air Academy, Inc., under the provisions of 14 CFR Part 91 as a local area instructional flight, and sustained substantial damage. The certified flight instructor (CFI) and private helicopter pilot were not injured. Visual meteorological conditions prevailed for the flight. The flight departed the airport at 1115, and was scheduled to terminate there. No flight plan had been filed. In the CFI's written statement to the Safety Board, he stated that the purpose of the flight was to prepare the private pilot for his commercial pilot practical flight test. The private pilot had control of the helicopter with the CFI monitoring the flight. They made two takeoffs and landings, with no discrepancies noted. The CFI then instructed the student to do an autorotation. He said the first approach "was not bad." He did note that the airspeed was below 60 knots and the rotor rpm was "getting higher into the top of the green arc." The CFI instructed the pilot to keep his airspeed at 65 knots until they were close to the ground, and to keep the rotor rpm inside the "green arc." He also instructed the pilot to raise the collective to maintain rotor rpm. On the second approach, the airspeed was below 60 knots, but he kept the rotor rpm inside the green arc. As they got closer to the ground, the airspeed dropped to 58 knots and the rotor rpm was moving towards the bottom of the green arc. The low rotor rpm warning horn sounded and the caution light illuminated. The CFI stated that the normal procedure for a low rotor rpm recovery is to lower the collective or move the cyclic to the aft position. The CFI stated that he came up on the flight controls and noted that the collective was higher than normal. He stated that he could not lower the collective because of the proximity of the helicopter to the ground. He instead started the flare for landing. The rotor rpm continued to get lower. Forward pressure was applied to the cyclic to keep a level attitude after touchdown. The helicopter slid across the ground without bouncing. After they came to a stop the CFI noted there was no response from the anti-torque pedals. He saw that the tail rotor cone was broken and bent down at the anti-collision light. The private pilot stated that he had conducted two normal takeoffs and landings, two approaches, and two hovering autorotations, as well as two straight-in autorotations. On the accident autorotation he adjusted the collective to maintain rotor rpm in the green arc, but noted that the airspeed fell to 58 knots. Prior to the flare he heard the low rotor rpm horn sound. He stated that he believed that the rotor rpm would recover during the flare. After entering the flare he stated that the rotor rpm did not increase. The pilot stated that due to the closeness of the ground he was unable to perform a successful low rotor rpm recovery. He confirmed that the helicopter slid across a grassy area and the tail cone and anti-collision light was broken. ## Aircraft - Registration: [N8492A](https://openairdocs.org/deregistered/N8492A-2012-08-21), registration cancelled 2012-08-21, S/N 1824, built 1991 (OpenAirDocs) - Reported make and model: Robinson R22B - 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: 1824 - Airframe hours: 5729 - Engines: Lycoming O-320-B2C 124 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Rainbow Air Academy, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 12, 2001, 38 hours before - Departed: LGB, Long Beach - Destination: LGB - Airport: LGB, Long Beach/Daugherty Field, runway H1, 20 × 20 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: none; commercial, flight instructor; medical: class 2, valid medical--no waivers/lim.; last flight review March 29, 2000; seat: left; flight hours: 406 total, 380 in this make and model, 333 as pilot in command, 64 in the last 90 days, 32 in the last 30 days, 2 in the last 24 hours - Student pilot; age 38; injuries: none; private; medical: class 2, valid medical--w/ waivers/lim; last flight review January 31, 2001; seat: right; flight hours: 194 total, 175 in this make and model, 102 as pilot in command, 48 in the last 90 days, 30 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 6 knots - Visibility: 2 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 64 °F, dew point 55 °F - Altimeter: 30.04 inHg - Observed at: LGB ## 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 20010321006009A](https://openairdocs.org/incident/20010321006009A), Mar 21, 2001: Robsin R22BETA, Long Beach, CA, Substantial damage. (-23) Flight instructor was giving advanced training to student. During straight in autorotation practice the descent had deteriorated to a point beyond… ## Other investigations on N8492A (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 LAX04CA193](https://openairdocs.org/ntsb/LAX04CA193), Apr 22, 2004: Robinson R22B (N8492A), Long Beach, CA, substantial damage. Probable cause: the pilot's inadequate compensation for gusty wind conditions and failure to maintain control of the helicopter while hovering. 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.