Robinson R22 Beta II accident near Squaw Valley, California, April 27, 2004
On April 27, 2004 at about 9:00 pm local time, a Robinson R22 Beta II (helicopter), registered N7521P, was substantially damaged in an accident near Squaw Valley, California. It was a personal 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 failure to maintain a proper descent rate during the landing approach, which resulted in a hard landing and roll over. Also causal was the pilot's inadequate compensation for tailwind conditions. A factor in the accident was the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 27, 2004 · about 9:00 pm local time
- Place
- Squaw Valley, 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 II · all R22 Beta IIs on the register
- Registration
- N7521P · no longer on the register · serial 3342
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter experienced a hard landing and rolled over. The flight departed for a proposed 20-minute tour with the helicopter's gross weight about 1,240 pounds. While en route, the pilot opted to land in an area of flat terrain. During the landing sequence, he slowed the helicopter, and it began to descend. The descent continued and the helicopter landed hard. The helicopter rolled over and the pilot and passenger egressed. After exiting the helicopter, the pilot noted surface wind from the west, which was consistent with a tailwind. The pilot stated that the combination of tailwind conditions and high altitude equated to an undesirable landing environment. He thought that the helicopter's descent rate was "too high" for the conditions. The pilot reported no preimpact mechanical malfunctions or failures with the airplane. After the accident the California Highway Patrol helicopter air unit landed at the accident site to determine if the occupants were injured. An officer noted that the elevation at the accident site was 8,359 feet and the outside air temperature was about 71 degrees Fahrenheit. Based on the officer's observations, the density altitude was computed to be about 11,000 feet.
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: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,042 hours in all; 467 in this make and model; 66 in the last 90 days; 22 in the last 30 days
- Medical certificate: Class 3
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: TRK Truckee CA
- Destination: TRK Truckee CA
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.