# NTSB LAX02LA119: Robinson R22 Beta, N7040C, North Las Vegas, NV, March 29, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: March 29, 2002, 15:15 local (23:15 UTC) - Place: North Las Vegas, NV - Coordinates: 36.211666, -115.195831 - Nearby events: https://openairdocs.org/map.md?lat=36.2117&lon=-115.1958&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report November 25, 2003 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 54427 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX02LA119 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54427/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54427 - Page: https://openairdocs.org/ntsb/LAX02LA119 ## Probable cause The failure of the flight instructor to properly judge the landing flare and add adequate cyclic, resulting in a hard landing which collapsed the left skid. The wind gusts were a factor. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - flare - misjudged, pilot in command(cfi) (cause) - cyclic - inadequate, pilot in command(cfi) (cause) - weather condition - gusts (contributing factor) - Roll over, landing - flare/touchdown - landing gear,skid assembly - collapsed ## Analysis The helicopter collided with the ground and rolled over while practicing autorotations. After arrival in the practice area, the instructor orbited the landing area and determined the wind direction. Three practice traffic patterns to normal hover were conducted and the instructor next wanted to demonstrate an autorotation touchdown. The helicopter was climbed to about 800 feet agl and the instructor checked the wind conditions and the engine instruments one more time, then entered a standard autorotation into the wind. About 40 feet agl he began a cyclic flare and noticed that the ground was coming up more quickly than it should. He continued the flare to reduce the descent rate and airspeed; however, the helicopter did not respond. He then reapplied the engine power and pulled up on the collective. He noted that the low rotor rpm horn came on just before impact. The helicopter hit the ground, skidded approximately 100 feet, and then came to rest on its left side. According to the student, the engine was running after the accident and there were no prior mechanical malfunctions. Winds at the time of the accident were reported to be from 060 at 5 knots, gusting to 14 knots. ## Factual narrative On March 29, 2002, at 1515 Pacific standard time, a Robinson R22 Beta, N7040C, collided with the ground and rolled over while practicing autorotations near North Las Vegas, Nevada. The helicopter was operated by Silver State Flight School under the provisions of 14 CFR Part 91 for the local area instructional flight that originated at the North Las Vegas airport at 1515 on the day of the accident. The helicopter sustained substantial damage. The commercial pilot/flight instructor sustained serious injuries and a dual primary student sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed. The instructor and the student completed written statements 4 days after the accident. The instructor reported that the flight from North Las Vegas to the practice area used by company helicopters was uneventful. After arrival in the practice area, the instructor orbited the landing area and determined the wind direction from flags the company had placed strategically around the desert terrain. Three practice traffic patterns to normal hover were conducted and the instructor next wanted to demonstrate an autorotation. The helicopter was climbed to about 800 feet agl and the instructor checked the wind conditions and the engine instruments one more time, then entered a standard autorotation into the wind. The instructor said he established an autorotational glide at 65 to 70 knots with the rotor speed in the green arc. About 40 feet agl he began a cyclic flare and noticed that the "ground rush was abnormal," and the ground was coming up more quickly than it should. He continued the flare to reduce the descent rate and airspeed; however, the helicopter did not respond. He stated that, "It felt like I was getting pushed to the ground from behind from a descending column of air." He then reapplied the engine power and pulled up on the collective. He noted that the low rotor rpm horn came on just before impact. The helicopter hit the ground, collapsing the left skid, then rolled over on the left side and slid to a stop. In his written report, the instructor said that there were no preimpact mechanical malfunctions or failures. In his statement, the 7-hour dual primary student said that this autorotation was no different than the three prior ones demonstrated by the instructor until the helicopter got to within 40 feet of the ground. He stated that the vertical speed seemed to increase even though the instructor was pulling aft cyclic and up collective. The low rotor warning horn came on either right at or just slightly before the ground impact. He reported that the engine was running after the accident and had to be shutoff. The flight instructor was interviewed in the hospital by detectives from the Las Vegas Metro Police Department in the late afternoon just after admission. The interview followed the medical administration of medication to control pain. He stated that one practice autorotation to a power recovery was successfully completed followed by a go-around for a left traffic pattern to do one more. At the termination point of the second autorotation, the "collective was pulled but not enough power was added," and the helicopter fell through the flare, hit hard, and rolled over. Responding officers from the Las Vegas Metro Police Department reported that the weather conditions at the site included clear skies with westerly winds at 10 knots or less. Wind reports from North Las Vegas airport indicated winds from 060 at 5 knots, gusting to 14 knots around the time of the accident. ## Aircraft - Registration: [N7040C](https://openairdocs.org/deregistered/N7040C-2013-09-17), registration cancelled 2013-09-17, S/N 3187, built 2001 (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 0-360-A1D](https://openairdocs.org/engine/lycoming-0-360-a1d) (registry code 41504, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 3187 - Airframe hours: 555 - Engines: Lycoming O-360-J2A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Silver State Flight School - Registered owner: Spitzer Helicopter Leasing Company - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 5, 2002, 57 hours before - Departed: VGT, North Las Vegas, NV - Airport: VGT, North Las Vegas ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 26; injuries: serious; commercial, flight instructor; medical: class 2, valid medical--no waivers/lim.; last flight review January 24, 2002; seat: left; flight hours: 960 total, 960 in this make and model, 900 as pilot in command, 345 in the last 90 days, 115 in the last 30 days - Student pilot; age 32; injuries: minor; seat: right; flight hours: 7 total, 5 in this make and model, 7 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 15 knots, gusting 21 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 37 °F - Altimeter: 29.85 inHg - Observed at: KVGT, 15 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 20020329006169A](https://openairdocs.org/incident/20020329006169A), Mar 29, 2002: Robsin R22BETA, Lasvegas, NV, No damage. (-23) Pilot, CFI, was demonstrating a normal autorotation from 800 feet AGL to the student pilot when during final 40 feet of the maneuver the closure rate… ## Docket (6 files) The files NTSB released with the investigation on August 19, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54427. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 461 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397071&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Phone Interviews (item 2, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40169258&FileExtension=.PDF&FileName=Phone%20Interviews-Redacted.PDF - Weather (item 3, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40169259&FileExtension=.PDF&FileName=Weather-Master.PDF - Wreckage Diagram (item 4, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40169260&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Photo 1. Skid Marks. Courtesy of North Las Vegas Police Department. (item 5, .PDF, 346 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40169261&FileExtension=.PDF&FileName=Photo%201.%20%20Skid%20Marks.%20%20Courtesy%20of%20North%20Las%20Vegas%20Police%20Department.-Master.PDF - Photo 2. Wreckage. Photo courtesy of North Las Vegas Police Department. (item 6, .PDF, 335 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40169262&FileExtension=.PDF&FileName=Photo%202.%20%20Wreckage.%20%20Photo%20courtesy%20of%20North%20Las%20Vegas%20Police%20Department.-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.