Robinson R22 Beta accident near Hayward, California, July 2, 2001
On July 2, 2001 at about 9:26 pm local time, a Robinson R22 Beta (helicopter), registered N4052K, was substantially damaged in an accident near Hayward, California (Hayward Executive airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the student's excessive rate of descent during a practice autorotation, and, the inadequate use of the rotorcraft flight controls by both pilots during the attempted recovery, which resulted in a hard landing. The flight instructor's inadequate supervision during the maneuver was also causal.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 2001 · about 9:26 pm local time
- Place
- Hayward, California · Hayward Executive · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N4052K · no longer on the register · serial 1766
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter impacted the ground, bounced, and impacted the ground a second time during a practice autorotation. The commercial/student pilot was practicing a 180-degree autorotation with a power recovery when an excessive rate of descent developed. The flight instructor said he "joined" the student on the controls and initiated a progressive rollout of the turn while simultaneously applying aft cyclic, raising the collective, and applying more power for a power recovery to level flight. The instructor said that the engine did not respond to the throttle input. Due to the rate of descent, the flight instructor elected not to attempt an "aggressive" flare "fearing a tail rotor ground strike." He continued with aft cyclic input and collective manipulation to reduce forward airspeed and rate of descent for a run-on landing. The helicopter contacted the ground in a "near skids level attitude" approximately 30 knots, with the rotor rpm in the "high end of the green region." The helicopter became airborne approximately 8-10 feet above the ground. The flight instructor indicated that the throttle was still unresponsive. He raised the collective to cushion the second impact and the low rotor rpm warning light and horn came on prior to set down. The helicopter impacted the ground again approximately 20 knots, collapsing the left skid. The helicopter then rolled to the left and came to rest on its left side facing approximately 180 degrees from the approach heading. A post-accident examination of the helicopter revealed no anomalies, with the exception of a failed left seat restraining system. An engine test run was conducted and no anomalies were noted that would have affected its operation.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,000 hours in all; 1,000 in this make and model; 266 in the last 90 days; 1,860 as pilot in command; 1,467 on instruments
- Last flight review: March 13, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 174 hours in all; 111 in this make and model; 12 in the last 90 days; 9 in the last 30 days; 126 as pilot in command
- Last flight review: April 3, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,982 hours
- Last inspection: 100-hour inspection, June 16, 2001; 47.1 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Textron Lycoming O-320-32C (piston); 0 hours total
- Operator: Sierra Academy Of Aeronautics, Inc.
The flight
- Departed from: OAK Oakland CA at 8:30 pm
- Destination: HWD Hayward CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 59°F (15°C)
- Altimeter: 29.84 inHg
- Observation at 9:30 pm from KHWD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N4052K the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number LAX01LA232.