Robinson R-22 Beta II accident near Jean, Nevada, May 25, 2005
On May 25, 2005 at about 4:45 pm local time, a Robinson R-22 Beta II (helicopter), registered N192SH, was substantially damaged in an accident near Jean, Nevada (Jean Airport). 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 when performing a180-degree autorotation, and the instructor's inadequate supervision and delayed remedial action. 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
- May 25, 2005 · about 4:45 pm local time
- Place
- Jean, Nevada · Jean Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 Beta II · all R-22 Beta IIs on the register
- Registration
- N192SH · no longer on the register · serial 3459
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a 180-degree practice autorotation, the main rotor rpm decayed and the helicopter tail boom collided with a boundary fence short of the intended landing spot. As the helicopter rolled out of the 180-degree turn onto final approach, the certified flight instructor and student both noticed that the main rotor rpm had decayed. The student then increased the throttle in attempt to go around and the instructor took the controls. At this point the instructor noticed that the main rotor rpm was at 92 percent and the helicopter was descending. The CFI was unable to stop the decent rate, and the helicopter collided with the fence short of the intended touchdown point and then impacted the terrain. The instructor and student both stated that the helicopter and engine had no mechanical failures or malfunctions during the flight. The density altitude was calculated to be about 5,590 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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 575 hours in all; 520 in this make and model; 130 in the last 90 days; 90 in the last 30 days; 490 as pilot in command; 300 on instruments
- Medical certificate: Class 2
Dual student
- Certificate: private
- Ratings: rotorcraft: helicopter
- Medical certificate: Class 2
The aircraft
- Maximum gross weight: 1,370 lb
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: KVGT Las Vegas NV
- Destination: 0L7 Jean NV
- Flight plan: not recorded
- Runway 2L, 4,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 36°F (2°C)
- Altimeter: 29.93 inHg
- Observation at 4:56 pm from KLAS, 21 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.