Robinson Helicopter R22 BETA accident near Ellington, Connecticut, January 17, 2013
On January 17, 2013 at about 5:45 pm local time, a Robinson Helicopter R22 BETA, registered N26NE, was substantially damaged in an accident during prior to flight near Ellington, Connecticut (Ellington airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The separation of the collective push-pull tube and jackshaft assembly, which resulted in the total loss of helicopter control and collision with terrain. Contributing to the accident was the inadequate supervision of maintenance personnel by the operator during overhaul, which resulted in inadequate tightening force applied to the collective jackshaft attachment hardware, and the failure of maintenance personnel to detect the loose hardware during subsequent inspections.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2013 · about 5:45 pm local time
- Place
- Ellington, Connecticut · Ellington · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R22 BETA · all R22 BETAs on the register
- Registration
- N26NE · no longer on the register · serial 2353
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor, the helicopter remained at traffic pattern altitude in order to conduct a practice autorotation. As the helicopter turned onto the final leg of the traffic pattern, the instructor and the pilot receiving instruction initiated an autorotation from about 950 feet above ground level by lowering the collective and reducing the throttle. Upon entry, the pilots observed an "excessively high" rotor rpm indication that continued to climb toward the top of the tachometer. Both pilots raised the collective control and pushed the cyclic control forward to decrease the rotor rpm, but the rotor rpm remained high and did not respond to control inputs. As the helicopter approached the runway, the instructor elected to terminate the autorotation with power and instructed the pilot to "join" the needles on the dual tachometer by restoring full engine power. Both the instructor and the pilot applied engine power simultaneously; however, the engine tachometer indicated an overspeed condition. The instructor assumed sole control of the helicopter and initiated a deceleration, but the helicopter pitched up, rolled right, and impacted the ground on its side, resulting in substantial damage to the main rotor and fuselage. Examination of the wreckage revealed that the vertical collective control push-pull tube was disconnected from the collective jackshaft assembly. A search of the wreckage resulted in the recovery of the attachment bolt and its associated washers and locknut, but the locking device was not found. Examination of the bolt and locknut threads revealed that they were undamaged. The bolt, locknut, washers, spacers, and the interior bore of the collective jackshaft assembly exhibited radial and axial smearing and fretting wear scarring of their contact surfaces. The wear was consistent with a lack of tightening force on the attachment hardware at installation. The helicopter's most recent overhaul was completed about 2 years before the accident, and subsequent inspections were performed between the time of the overhaul and the accident. The operator stated that he, along with licensed and unlicensed mechanics who he supervised, worked on the helicopter during the 6 months required for completion of the overhaul.
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
What happened, in order
- Aircraft maintenance event during prior to flight
- Autorotation Flight control sys malf/fail defining event
- Loss of control in flight during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Attain/maintain not possible
- factor Organizational issues › Support/oversight/monitoring › Oversight › Oversight of maintenance › Operator
- factor Aircraft › Aircraft systems › Flight control system › Control column section › Incorrect service/maintenance
- factor Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- factor Aircraft › Aircraft systems › Flight control system › Control column section › Inadequate inspection
- factor Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter
- Flight time: 1,326.5 hours in all; 1,033.5 in this make and model; 167 in the last 90 days; 36.9 in the last 30 days; 1,237.8 as pilot in command; 1,063.5 on instruments
- Last flight review: October 14, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 196.5 hours in all; 169.6 in this make and model; 30 in the last 90 days; 6.4 in the last 30 days; 128.3 as pilot in command
- Last flight review: November 30, 2012
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 10,639 hours
- Last inspection: 100-hour inspection, January 8, 2013
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 0-320 SERIES (piston); 0 hours total
- Operator: Northeast Helicopters Flight Services LLC
The flight
- Departed from: 7B9 Ellington CT at 5:35 pm
- Destination: 7B9 Ellington CT
- Flight plan: none
- Runway 01, 1,800 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,700 ft
- Temperature: 39°F (4°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 5:52 pm from KBDL, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.