Robinson R 22 Beta accident near Long Beach, California, July 3, 2007
On July 3, 2007 at about 2:33 pm local time, a Robinson R 22 Beta (helicopter), registered N457SH, was substantially damaged in an accident near Long Beach, California (Long Beach Airport). It was a personal 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 student pilot's improper use of the throttle and cyclic, and the certified flight instructor's inadequate supervision, which resulted in the collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2007 · about 2:33 pm local time
- Place
- Long Beach, California · Long Beach Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R 22 Beta · all R 22 Betas on the register
- Registration
- N457SH · no longer on the register · serial 4029
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) and student pilot were practicing hover autorotations. The CFI noted that the student had expressed difficulty with sufficient pedal inputs in the past, and the helicopter would yaw excessively to the left. The CFI demonstrated the maneuver to the student, showing him to establish the helicopter in a 2-foot hover, look outside and pick a reference point to maintain heading, position his hand on the throttle to roll it off, and as throttle is rolled off, prepare to apply right pedal to counteract the left yaw. The student pilot then assumed the controls and configured the helicopter for the hovering autorotation. The CFI had his left hand on the collective, his right hand on the cyclic, and his feet were guarding the pedals. The student counted down, "three, two, one…" and rolled the throttle on while adding right pedal. The helicopter yawed hard and fast to the right and the student pulled aft cyclic. The CFI attempted to regain control of the helicopter; however, the tail cone contacted the ground and the helicopter came to rest on its left side. The CFI stated that there were no mechanical malfunctions with the helicopter, prior to the accident.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,118 hours in all; 1,099 in this make and model; 293 in the last 90 days; 110 in the last 30 days
- Medical certificate: Class 1
Dual student
- Certificate: student
- Flight time: 60 hours in all; 60 in this make and model; 13 in the last 90 days; 8 in the last 30 days
- Medical certificate: Class 2
The aircraft
- Landing gear: fixed
- Engine: Textron Lycoming O-360 (piston); 0 hours total
- Operator: Silver State Helicopters LLC
The flight
- Departed from: LGB Long Beach CA
- Destination: LGB Long Beach CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 29.94 inHg
- Observation at 2:39 pm from LGB
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.