Robinson R-22 accident near Verdi, Nevada, July 30, 1993
On July 30, 1993 at about 7:29 pm local time, a Robinson R-22 (helicopter), registered N549SM, was substantially damaged in an accident near Verdi, Nevada. 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 INSTRUCTOR'S IMPROPER SUPERVISION OF THE FLIGHT; THE DUAL STUDENT'S IMPROPER IN-FLIGHT DECISION TO FOLLOW ANOTHER HELICOPTER ON DEPARTURE AND THE DUAL STUDENTS DELAY IN CORRECTING THE INADVERTENT YAW. FACTORS RELATED TO THIS ACCIDENT WAS THE INADVERTENT ENCOUNTER WITH THE WAKE TURBULENCE FROM THE PRECEDING DEPARTING HELICOPTER; THE DUAL STUDENT'S IMPROPER USE OF THE THROTTLE AND THE DUAL STUDENTS FAILURE TO MAINTAIN ADEQUATE ROTOR RPM.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1993 · about 7:29 pm local time
- Place
- Verdi, Nevada · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N549SM · no longer on the register · serial 1549
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER WAS ONE OF A FLIGHT OF FOUR HELICOPTERS CONDUCTING A MOUNTAIN FLYING COURSE WHICH CONSISTED OF EXECUTING PINNACLE LANDINGS AND TAKEOFFS. THE CFI ALLOWED THE DUAL STUDENT TO FOLLOW ANOTHER HELICOPTER ON ITS DEPARTURE FROM THE PINNACLE. THE HELICOPTER ENCOUNTERED THE PRECEDING HELICOPTER'S ROTOR WASH AND IMMEDIATELY TURNED RIGHT. THE STUDENT APPLIED LEFT PEDAL CORRECTIVE ACTION, BUT THE MAIN ROTOR RPM'S BEGAN TO DECAY. THE CFI ASSUMED THE CONTROLS AND IMMEDIATELY LOWERED THE COLLECTIVE AND APPLIED FULL THROTTLE, BUT THE REAR SKIDS STRUCK THE GROUND. THE CFI WAS ABLE TO REGAIN A LEVEL ATTITUDE, BUT THE HELICOPTER STRUCK SOME ROCKS AND CRASHED.
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; rotorcraft: helicopter
- Flight time: 340 hours in all; 340 in this make and model; 100 in the last 90 days; 34 in the last 30 days; 304 as pilot in command; 188 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,795 hours
- Last inspection: 100-hour inspection, June 30, 1993; 85 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Helicopter Adventures, INC.
The flight
- Departed from: RNO Reno NV at 6:10 pm
- Destination: TRK Truckee CA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N549SM 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.