Robinson R22 BETA accident near Long Beach, California, November 22, 1997
On November 22, 1997 at about 5:36 pm local time, a Robinson R22 BETA (helicopter), registered N45SG, was substantially damaged in an accident near Long Beach, California (Long Beach 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 flight instructor's failure to thoroughly brief his student on the performance standards of the proposed autorotation and the method to be used for a positive transfer of controls. The student's failure to verify the performance standards of the autorotation, to recognize an excessive rate of descent, and to relinquish control of the throttle to the instructor were factors in this accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 1997 · about 5:36 pm local time
- Place
- Long Beach, California · Long Beach · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 BETA · all R22 BETAs on the register
- Registration
- N45SG · registry record · serial 1472
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the autorotation, the student allowed the aircraft to descend lower than he had previously and was instructed to increase his flare. The student said he believed this now meant that they would be executing a full touchdown autorotation; however, he did not confirm this with the instructor. As he leveled the aircraft a sink rate developed. The instructor reached for the controls to reapply throttle but did not announce his intention. The student held the throttle at idle and pulled pitch delaying the instructor's efforts with his tight grip on the controls. The aircraft fell though, landing hard on the left skid. The aircraft bounced and rolled onto its left side. The instructor had not briefed the student on the performance standards before executing the maneuver, nor had he announced the method to be used for a positive transfer of controls. The student did not verify the instructor's performance standards, recognize the excessive rate of descent, or relinquish control of the throttle.
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: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 2,610 hours in all; 2,255 in this make and model; 50 in the last 90 days; 18 in the last 30 days; 2,445 as pilot in command; 1,950 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,386 hours
- Last inspection: 100-hour inspection, October 24, 1997; 56 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: WHP Pacoima CA at 4:30 pm
- Destination: LGB
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 4 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 16,000 ft; scat at 10,000 ft
- Temperature: 70°F (21°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from LBG
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.