Robinson R22 Beta accident near Tucson, Arizona, August 10, 2006
On August 10, 2006 at about 4:30 pm local time, a Robinson R22 Beta (helicopter), registered N7059S, was substantially damaged in an accident near Tucson, Arizona. It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate rotor rpm and adequate terrain clearance while maneuvering to reverse direction. Contributing factors were the high density altitude, that exceeded the helicopter's performance capability, and the rising mountainous terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2006 · about 4:30 pm local time
- Place
- Tucson, Arizona · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N7059S · registry record · serial 2904
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and his passenger, an aerial photographer, departed and headed for a mountain pass. With the available engine power on the hot day, and the pilot's close proximity to the rising terrain, the helicopter did not have adequate climb performance to traverse the first mountain pass route selected. The second available route was 500 feet lower, but it also exceeded the performance capability of the helicopter. As the helicopter climbed, its clearance above the rising mountainous terrain decreased to 300 feet, at which time the pilot reversed course to head toward lower elevation terrain. The pilot failed to maintain adequate main rotor rpm to sustain flight, and impacted the 6,400-foot mean sea level mountainside in an uncontrolled descent. The approximate density altitude was about 8,600 feet. The helicopter was 41 pounds over its maximum certificated gross weight at takeoff, and about 18 pounds below its maximum certificated gross weight at the time of the accident.
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: 1,079 hours in all; 1,058 in this make and model; 285 in the last 90 days; 128 in the last 30 days; 1,020 as pilot in command; 570 on instruments
- Last flight review: November 1, 2005
- Medical certificate: Class 2
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 2,541 hours
- Last inspection: 100-hour inspection, July 1, 2006
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-B2C (piston); 0 hours total
- Operator: Air Photo, Inc.
The flight
- Departed from: TUS Tucson AZ at 3:20 pm
- Destination: TUS
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.06 inHg
- Observation at 3:55 pm from TUS, 19 miles away
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.