Robinson R22 accident near Littlerock, California, February 26, 1998
On February 26, 1998 at about 9:18 pm local time, a Robinson R22 (helicopter), registered N8457J, was destroyed in an accident near Littlerock, California. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper use of the rotorcraft cyclic control in response to encountering terrain induced turbulence. A factor in the accident was the pilot's failure to obtain a preflight weather briefing which contained precautionary notices for turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 26, 1998 · about 9:18 pm local time
- Place
- Littlerock, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N8457J · no longer on the register · serial 0377
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported hearing the aircraft fly overhead, then a 'schwap' sound, followed by silence. They looked up and saw the helicopter falling vertically to the ground. Postaccident investigation revealed that one main rotor blade had entered the cockpit through the left windshield half and cut the cabin floor aft to the left seat. The location of an indentation in the cyclic control crosstube, made by the rotor blade, corresponded to the cyclic control having been about in the full left control position. There was no evidence of a mechanical malfunction prior to the rotor divergence. A report of meteorological conditions by the Safety Board showed conditions conducive to mountain wave turbulence, and there were pilot reports of moderate to severe turbulence in the area of the accident. An AIRMET was in effect, calling for occasional moderate turbulence. The pilot did not receive a preflight weather briefing. The Aircraft Flight Manual instructed the pilot to 'minimize cyclic control inputs in turbulence; do not overcontrol' and to land the aircraft 'as soon as practical.' A manufacturer's Safety Notice regarding flight in high winds or turbulence advised pilots 'Do not overcontrol. Avoid large or abrupt control movements. Allow the aircraft to go with the turbulence, then restore level flight with smooth, gentle control inputs.'
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, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 1,932 hours in all; 187 in this make and model; 27 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,871 hours
- Last inspection: 100-hour inspection, January 23, 1998; 16 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: Adelanto CA at 9:00 pm
- Destination: WHP Los Angeles CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 20 knots
- Visibility: 30 statute miles
- Sky: scat at 5,000 ft
- Temperature: 52°F (11°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 9:42 pm from PMD, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.