Robinson Helicopter R22 accident near Franklin, California, April 11, 2018
On April 11, 2018, a 2006 Robinson Helicopter R22, registered N622MP, was substantially damaged in an accident during landing near Franklin, California (Franklin Field). It was an instructional 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 pilot receiving instruction’s abrupt cyclic control input during the touch-down autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 11, 2018
- Place
- Franklin, California · Franklin Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R22 BETA, built 2006 · all R22s on the register
- Registration
- N622MP · registry record · serial 4016
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor in the helicopter reported that, while demonstrating a touchdown autorotation to the pilot receiving instruction, the helicopter landed in a "normal run-on landing configuration." He added that the pilot receiving instruction applied aft cyclic about 15 ft into the forward ground run. The flight instructor moved the cyclic into the neutral position and lowered the collective as quickly as possible to slow the groundspeed. The helicopter "jumped" up and yawed to the left and spun about 150° before coming to rest. The flight instructor felt abnormal vibration in the cyclic and collective. He opened the door to inspect the helicopter and saw that the main rotor had struck the tailboom. The helicopter sustained substantial damage to the tailboom. The flight instructor reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. Federal Aviation Administration's Helicopter Flying Handbook, FAA-H-8083-21A, contains a section titled "Autorotation " which states: After the helicopter has come to a complete stop after touchdown, lower the collective pitch to the full-down position. Do not try to stop the forward ground run with aft cyclic, as the main rotor blades can strike the tail boom. Rather, by lowering the collective slightly during the ground run, more weight is placed on the undercarriage, slowing the helicopter.
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
- Miscellaneous/other during landing
- Loss of control on ground during landing defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Yaw control › Not attained/maintained
- cause Aircraft › Aircraft systems › Flight control system › (general) › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,060 hours in all; 830 in this make and model; 146 in the last 90 days; 27 in the last 30 days; 1,970 as pilot in command; 1,108 on instruments
- Last flight review: December 1, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 273 hours in all; 155 in this make and model; 37 in the last 90 days; 13 in the last 30 days; 176 as pilot in command
- Last flight review: February 14, 2018
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,747 hours
- Last inspection: 100-hour inspection, March 29, 2018
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 2,366 hours total
The flight
- Departed from: F72 Franklin CA at 10:30 pm
- Destination: F72 Franklin CA
- Flight plan: none
- Runway 18, 3,123 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft
- Temperature: 64°F (18°C), dew point 57°F (14°C)
- Altimeter: 30.02 inHg
- Observation at 11:53 pm from KSAC, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on June 12, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot's Statement | PDF, 2 pages | View Download |
| 3 | Accident Photo | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N622MP 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.