Guimbal CABRI accident near Mcminnville, Oregon, April 26, 2019
On April 26, 2019 at about 11:15 pm local time, a 2015 Guimbal CABRI (helicopter), registered N367PA, was substantially damaged in an accident during landing (flare/touchdown) near Mcminnville, Oregon (Mc Minnville Muni airport). 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's improper landing flare during a turning, full-down autorotation, which resulted in a lower-than-normal rotor rpm, a faster-than-normal ground run speed, and the subsequent loss of directional control, a runway excursion, and a roll-over. Contributing to the accident was the flight instructor's delayed remedial action.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2019 · about 11:15 pm local time
- Place
- Mcminnville, Oregon · Mc Minnville Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Guimbal CABRI G2, built 2015
- Registration
- N367PA · no longer on the register · serial 1108
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the purpose of the training flight was to complete multiple simulated, engine failure autorotations without a power recovery (full-down autorotation). After he completed his first right, 180º turn, full-down autorotation, the airspeed was "too slow." He added that the instructor told him to maintain more speed during the right turn of his second attempt, and the pilot focused on maintaining more airspeed, but the descent rate increased "due to the speed." The pilot added that, after he completed the right turn and aligned with the runway centerline, he felt that the airspeed was fast, so he flared to reduce the ground speed and increase the main rotor rpm. However, the helicopter started to sink during the flare, so due to the low altitude, the pilot leveled the helicopter to prevent a tail strike. The helicopter touched down on its skids with "substantial" ground speed and veered slightly right. The pilot applied full left cyclic and pedal input, but the helicopter continued to veer right. The helicopter exited the runway and rolled over on its left side. The fuselage and main rotor blades were substantially damaged. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. The flight instructor reported that the 180º right turn aligned the helicopter with the runway centerline but at a lower altitude than was desirable because it prevented the pilot from conducting a normal flare "as the tail would have struck the runway." He added that, a normal flare before touchdown in a full-down autorotation would result in a 30º nose-up attitude, but the pilot was only able to achieve about a 10º nose-up attitude "for fear of damaging the tail."
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
- Simulated/training event during landing (flare/touchdown)
- Abnormal runway contact during landing (flare/touchdown)
- Loss of control on ground during landing (flare/touchdown) defining event
- Attempted remediation/recovery during landing (flare/touchdown)
- Runway excursion during landing (flare/touchdown)
- Roll over during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 728.9 hours in all; 457.8 in this make and model; 113.1 in the last 90 days; 55.2 in the last 30 days; 625.4 as pilot in command; 398.2 on instruments
- Last flight review: February 15, 2019
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 3,359.3 hours in all; 2,189 in this make and model; 114 in the last 90 days; 53 in the last 30 days; 3,303 as pilot in command; 2,299 on instruments
- Last flight review: April 7, 2019
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,733.3 hours
- Last inspection: continuous airworthiness programme, April 26, 2019
- Maximum gross weight: 1,543 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 1,733 hours total
- Operator: Precision Flight Training Inc
The flight
- Departed from: MMV Mc Minnville OR at 11:00 pm
- Destination: MMV Mc Minnville OR
- Runway 17, 4,340 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.19 inHg
- Observation at 10:53 pm from KMMV
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 July 15, 2020. 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 | Record of Memorandum | PDF, 3 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.
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.