Robinson R-22 Mariner accident near Chehalis, Washington, May 6, 2004
On May 6, 2004 at about 2:20 am local time, a Robinson R-22 Mariner (helicopter), registered N6291T, was substantially damaged in an accident near Chehalis, Washington (Chehalis-Centralia 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
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 6, 2004 · about 2:20 am local time
- Place
- Chehalis, Washington · Chehalis-Centralia · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 Mariner · all R-22 Mariners on the register
- Registration
- N6291T · registry record · serial 2410M
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots reported that while maneuvering around the airport for landing, about 1,000 feet AGL, the engine suddenly and without warning quit. The flight instructor took over the controls while the private pilot attempted to restart the engine without success. The flight instructor then entered an autorotation to an open field. About 30 feet AGL, the instructor raised the collective to cushion the landing, however, he did not apply enough right pedal control and the helicopter yawed to the left and the right landing skid hit the ground subsequently collapsing. The helicopter rolled over and came to rest on its right side. The day after the accident, the helicopter was righted. The battery was reconnected and the engine was started and run for three minutes at idle power. The helicopter was then transported to a repair facility where the engine was inspected. During the inspection, no evidence of a mechanical failure or malfunction was found. The engine was then placed in a test cell and run through several test parameters. The engine was found to meet normal test specifications.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 529 hours in all; 511 in this make and model; 164 in the last 90 days; 45 in the last 30 days; 462 as pilot in command; 264 on instruments
- Last flight review: November 13, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Pilot
- Injury: no injuries
The aircraft
- Airframe total time: 3,855 hours
- Last inspection: 100-hour inspection, May 2, 2004; 8 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Hillsboro Aviation
The flight
- Departed from: BFI Seattle WA at 1:25 am
- Destination: CLS Chehalis WA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 8,500 ft
- Temperature: 59°F (15°C), dew point 37°F (3°C)
- Altimeter: 29.95 inHg
- Observation at 1:45 am from OLM, 17 miles away
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.