Robinson R-22 accident near Hurricane, West Virginia, June 23, 1999
On June 23, 1999 at about 11:35 pm local time, a Robinson R-22 (helicopter), registered N9070F, was substantially damaged in an accident near Hurricane, West Virginia. 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
A loss of engine power for undetermined reasons. Contributing to the accident was the pilot's failure to maintain rotor rpm and the transmission wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1999 · about 11:35 pm local time
- Place
- Hurricane, West Virginia · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N9070F · no longer on the register · serial 185
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness observed the helicopter at approximately 200 feet above ground level (AGL) and then descend to approximately 60 feet AGL. The witness stated that the helicopter was making a 'popping noise,' and wobbling back and forth, and side to side for about 30 seconds. The witness also stated that he could see the helicopter's main rotor blades slowing down. The helicopter then 'nose dived' towards the ground. The helicopter impacted in a dry creek bed and came to rest on it's left side. One main rotor bladed was found curved upward and contained blue and white paint transfer. It should be noted that the helicopter tail boom is painted blue and white. A 12,000 volt electrical wire system was located approximately 37 feet above the main wreckage and one of the wires had been severed. The helicopter had been operated for about 1 hour since an annual inspection had been performed 5 days prior to the accident; about 70 hours since December 1994; and about 2,070 hours since it was last overhauled in 1992. The helicopter was fueled with automotive gasoline. A supplemental type certificate (STC) for the use of automotive gasoline for the accident helicopter was available; however, examination of the helicopter's maintenance records did not reveal that an STC had been obtained for the use of automotive gasoline. The engine was test run and it operated satisfactorily. Examination of the wreckage did not reveal any pre-impact malfunctions of the airframe or engine. Review of the FAA 'Carburetor Icing Probability Chart' placed the reported temperature and dewpoint in the 'serious icing at glide power' area. Additionally, examination of the engine low oil pressure light bulb filament from the annunciator panel revealed some elongation of the filament.
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: single-engine land; rotorcraft: helicopter
- Flight time: 1,900 hours in all; 100 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,070 hours
- Last inspection: annual inspection, June 17, 1999; 1 hours since
- Maximum gross weight: 2,350 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: NONE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 11:53 pm from CRW, 24 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.
Other NTSB records under N9070F 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.