Robinson R22 Beta accident near Long Beach, California, March 6, 2004
On March 6, 2004 at about 1:38 am local time, a Robinson R22 Beta (helicopter), registered N7188S, was substantially damaged in an accident near Long Beach, California (Long Beach /Daugherty Field/). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the student pilot's improper use of the cyclic control and the certified flight instructor's inadequate supervision, which resulted in a rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2004 · about 1:38 am local time
- Place
- Long Beach, California · Long Beach /Daugherty Field/ · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N7188S · no longer on the register · serial 3030
- 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 while the certified flight instructor (CFI) and student were practicing autorotations from a hover. On the previous attempt, the student pilot applied improper left cyclic input. The CFI identified the improper action to the student, and told him to try it again. The student landed the helicopter and maintained the heading; the CFI did not perceive any lateral movement. Then the CFI realized that the helicopter was starting to roll to the left. The CFI applied full right cyclic, but the helicopter continued to roll slowly until the main rotor blades contacted the ground. The helicopter came to rest on its left side. The CFI stated that the airplane had no mechanical failures or malfunctions during the flight.
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; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 861 hours in all; 527 in this make and model; 178 in the last 90 days; 60 in the last 30 days; 566 as pilot in command; 393 on instruments
- Last flight review: May 12, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
Dual student
- Flight time: 16 hours in all; 16 in this make and model
- Medical certificate: None
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,486.4 hours
- Last inspection: 100-hour inspection, February 26, 2004; 25 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: LGB Long Beach CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 4,000 ft
- Temperature: 61°F (16°C), dew point 52°F (11°C)
- Altimeter: 30.15 inHg
- Observation at 1:56 am from LGB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
Other NTSB records under N7188S 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.