Robinson R-22A accident near Atwater, Ohio, June 16, 2001
On June 16, 2001 at about 8:00 pm local time, a Robinson R-22A (helicopter), registered N2242P, was substantially damaged in an accident near Atwater, Ohio (Private airport). It was a flight test under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper remedial response to a dynamic rollover event, which resulted in the helicopter rolling over on its side.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 2001 · about 8:00 pm local time
- Place
- Atwater, Ohio · Private · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22A · all R-22As on the register
- Registration
- N2242P · registry record · serial 0493
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said the purpose of the flight was to experiment with ballast added to the helicopter. He said that in its normal configuration, the helicopter tended to ascend and descend from a hover in a left-skid low attitude. The pilot said that with the proper placement of ballast, the center-of-gravity could be adjusted to attain a more wings-level attitude during takeoffs and landings to and from a hover. The pilot placed the ballast weight on the pad to the right of the helicopter prior to engine start. He said he intended to fly one trip around the traffic pattern, land the helicopter, set the throttle at idle, de-plane, install the ballast weight, then fly the helicopter around the pattern to note the difference in helicopter attitude in both hovering and forward flight. During the initial takeoff to a hover, the helicopter drifted right, struck the weight, and rolled over onto its side. When asked if he was familiar with the phenomenon of dynamic rollover, the pilot said: "I sure am. What I should have done was lower the collective, but I think I tried to maneuver out of it." The pilot said there were no mechanical deficiencies with 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
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 18,994 hours in all; 89 in this make and model; 35 in the last 90 days; 19 in the last 30 days; 18,793 as pilot in command
- Last flight review: March 10, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 3,848 hours
- Last inspection: annual inspection, March 5, 2001; 36 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: NONE Atwater OH at 8:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 79°F (26°C), dew point 54°F (12°C)
- Altimeter: 30.10 inHg
- Observation at 7:51 pm from CAK, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.