Robinson R22 Beta accident near Spokane, Washington, June 2, 2010
On June 2, 2010 at about 11:30 pm local time, a Robinson R22 Beta (helicopter), registered N522SA, was substantially damaged in an accident during approach (VFR pattern base) near Spokane, Washington (Felts Field). It was an instructional 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 reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation and the student pilot's failure to maintain main rotor rpm. Contributing to the accident was the student pilot's low total flight experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 2010 · about 11:30 pm local time
- Place
- Spokane, Washington · Felts Field · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N522SA · registry record · serial 3788
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After flying one time around the traffic pattern with the student pilot, who had made three previous solo flights, the flight instructor exited the helicopter. The student then completed about five touch-and-go landings. On the next approach, the helicopter appeared to be at a normal altitude and attitude for the base leg. The engine sputtered, and several witnesses heard one or two pops, and the rotor sounds went silent. Pieces flew off the helicopter, and then it began to spin clockwise, went nose low, and fell straight to the ground. One witness stated that the tail was v-shaped. Examination of the wreckage revealed strike marks consistent with main rotor blade contact with the tail boom, which separated from the airframe. The examination also revealed witness marks consistent with the engine not rotating at ground impact. The instructor observed the student pilot use carburetor heat while he was on board, but it could not be determined if it was applied on the accident flight. The conditions encountered in this accident were conducive for serious icing at cruise power. Due to numerous approaches in short succession, the engine may have never completely warmed to the point where it would shed all ice on each approach. The accumulation could have finally built up to the point that it caused a loss of engine power and subsequent low main rotor blade rpm condition if the student did not immediately lower the collective. However, it could not be determined if carburetor icing occurred. A safety notice issued by the helicopter’s manufacturer noted that main rotor blade stall due to low main rotor blade rpm caused a very high percentage of helicopter accidents. It pointed out that the stall would cause the main rotor blade rpm to rapidly decrease and lead to an immediate uncontrolled descent.
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
What happened, in order
- Loss of engine power (total) during approach (VFR pattern base) defining event
- Part(s) separation from AC during approach (VFR pattern base)
- Loss of control in flight during approach (VFR pattern base)
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern base)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Power plant › (general) › Not specified
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience › Student pilot
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Prop/rotor parameters › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student pilot
Dual student
- Certificate: student
- Flight time: 32 hours in all; 32 in this make and model; 26 in the last 90 days; 11 in the last 30 days; 3 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 2,790 hours
- Last inspection: 100-hour inspection, April 15, 2010; 94 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
- Operator: Inland Helicopters, Inc.
The flight
- Departed from: SFF Spokane WA at 11:00 pm
- Destination: SFF Spokane WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 12 knots, gusting 18
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; scat at 1,700 ft
- Temperature: 59°F (15°C), dew point 54°F (12°C)
- Altimeter: 29.70 inHg
- Observation at 11:53 pm from KGEG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.