Robinson R-22 BETA accident near Riverside, Pennsylvania, December 26, 1997
On December 26, 1997 at about 7:14 pm local time, a Robinson R-22 BETA (helicopter), registered N8015V, was substantially damaged in an accident near Riverside, Pennsylvania (Danville Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper response to the low rotor RPM warning. Factors in the accident were the pilot's failure to turn for the forced landing area and the carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1997 · about 7:14 pm local time
- Place
- Riverside, Pennsylvania · Danville Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 BETA · all R-22 BETAs on the register
- Registration
- N8015V · no longer on the register · serial 0996
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated the helicopter was approximately 800 feet above ground level, climbing 300 feet-per-minute at 60 knots airspeed, when he heard the low rotor RPM warning horn and saw the corresponding low RPM warning light. The pilot said he entered autorotation '...with a nasty tailwind.' The pilot selected an open field for a forced landing site, determined he would overshoot, but continued straight ahead into trees. Prior to entering the trees that bordered the field, the pilot '...attempted to roll on throttle but got no response.' According to a manufacturer's Safety Notice: 'No matter what causes the low rotor RPM, the pilot must first roll on throttle and lower collective simultaneously to recover RPM before investigating the problem.' The pilot reported there were no mechanical deficiencies prior to the low RPM warning and the engine ran to manufacturer's specification after the accident. According to an icing probability chart published by the FAA, atmospheric conditions at the time of the accident were conducive to '...serious icing at cruise power.'
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: private
- Ratings: rotorcraft: helicopter
- Flight time: 136 hours in all; 85 in this make and model; 49 in the last 90 days; 18 in the last 30 days; 54 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,672 hours
- Last inspection: 100-hour inspection, November 25, 1997; 45 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E26 (piston); 0 hours total
The flight
- Departed from: 8N8 at 6:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 260° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,900 ft; scat at 2,900 ft
- Temperature: 39°F (4°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 7:17 pm from IPT, 20 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.