Robinson Helicopter R22 BETA accident near Parlier, California, February 17, 2010
On February 17, 2010 at about 10:50 pm local time, a Robinson Helicopter R22 BETA, registered N313DA, was substantially damaged in an accident during enroute (cruise) near Parlier, California. 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 pilot inadvertently entered a low-G condition during cruise flight, which resulted in a momentary loss of control of the helicopter and mast bumping.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 2010 · about 10:50 pm local time
- Place
- Parlier, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R22 BETA · all R22 BETAs on the register
- Registration
- N313DA · registry record · serial 3860
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter pilot was on the first leg of a ferry flight. The helicopter was 3.2 hours out of its 2,200-hour overhaul. The pilot reported that he was in straight-and-level flight and he initiated a right turn. The helicopter immediately rolled to the right and entered a low-G condition. The pilot responded appropriately and righted the helicopter. He then conducted a power-on landing. As the main rotor system came to a stop, one of the blades impacted the tailboom. Post landing examination of the rotorhead revealed that the pitch change link on the red main rotor blade had fractured, the spindle tusk had sheared off, and damage to both elastomeric teeter stops was evident. Metallurgical examination of the spindle tusk determined that it failed in a downward direction relative to the rotor blade due to shear overstress. Examination of the pitch change link determined that it failed due to overstress characterized by reverse bending numerous times to failure. Witness marks on the pitch link and pitch change arm indicated that the angle of the blade at the time of the pitch link failure was 45-degrees downward, an angle that could be achieved if the spindle tusk had already been fractured. According to Robinson Helicopter Company, this angle could also be obtained during extreme teeter of the hub/blade during a mast bumping event. A Robinson Helicopter Company publication notes, "Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces a low-G (weightless) flight condition. If the helicopter is still pitching forward when the pilot applies aft cyclic to reload the rotor, the rotor disk may tilt aft relative to the fuselage before it is reloaded. The main rotor torque reaction will then combine with tail rotor thrust to produce a powerful right rolling moment to the fuselage. With no lift from the rotor, there is no lateral control to stop the rapid right roll and mast bumping can occur."
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 control in flight during enroute (cruise) defining event
- Off-field or emergency landing during landing
The NTSB's findings
- 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 › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,702 hours in all; 64 in this make and model; 38 in the last 90 days; 18 in the last 30 days; 1,301 as pilot in command
- Last flight review: January 25, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3 hours
- Last inspection: annual inspection, February 1, 2010; 3 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 SERIES (piston); 0 hours total
The flight
- Departed from: FAT Fresno CA at 10:30 pm
- Destination: BFL Bakersfield CA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: a few clouds
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 29.95 inHg
- Observation at 10:53 pm from FAT, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.