Robinson R22 Beta accident near Glendora, California, February 21, 2002
On February 21, 2002 at about 9:30 pm local time, a Robinson R22 Beta (helicopter), registered N8045K, was substantially damaged in an accident near Glendora, California. 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 student's failure to maintain adequate main rotor rpm, and the flight instructor's inadequate supervision. Contributing factors were the high helicopter gross weight and density altitude, and the descending mountainous terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 2002 · about 9:30 pm local time
- Place
- Glendora, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N8045K · registry record · serial 1141
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter rolled over following an autorotative landing on a sloped mountain side. According to the pilot's statements, during the flight, the student had failed to maintain adequate main rotor rpm while orbiting a mountain peak, and the helicopter entered a descent. The student relinquished the controls to the certified flight instructor (CFI); however, he was unsuccessful at restoring the requisite rpm, so he autorotated to a landing downsloping mountainous terrain. Thereafter, the helicopter rolled over. Neither pilot reported having heard the low rotor rpm warning horn, observed illumination of any annunciator light, or felt any unusual vibration. During the subsequent wreckage examination, the low rotor rpm warning systems were found functional. No evidence of any preimpact mechanical malfunction was found with the airframe or drive system. The engine was run up to full power, and no malfunctions were noted. During the accident flight, the helicopter was operating near its maximum certificated gross weight and under a high density altitude (over 4,300 feet) condition.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 300 hours in all; 300 in this make and model; 200 in the last 90 days
- Last flight review: November 24, 2001
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 69 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,490 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Universal Air Academy
The flight
- Departed from: EMT El Monte CA at 9:00 pm
- Destination: EMT
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 14 knots
- Visibility: 30 statute miles
- Sky: a few clouds at 20,000 ft
- Temperature: 84°F (29°C), dew point 36°F (2°C)
- Altimeter: 30.25 inHg
- Observation at 9:47 pm from POC, 6 miles away
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.
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.