Robinson Helicopter Company R44 II accident near Los Angeles, California, June 6, 2013
On June 6, 2013 at about 9:17 pm local time, a 2006 Robinson Helicopter Company R44 II, registered N915BW, was substantially damaged in an accident during enroute (cruise) near Los Angeles, California. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s loss of helicopter control following a precautionary landing, which resulted in a dynamic rollover.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2013 · about 9:17 pm local time · cases in 2013
- Place
- Los Angeles, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II, built 2006
- Registration
- N915BW · registry record · serial 11428
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the flight, the pilot reported observing the main rotor gearbox chip warning light illuminate. In accordance with the helicopter's operating handbook, he performed an immediate precautionary landing. As he approached his intended landing spot, adjacent to a park trail, he saw people on the ground, so he diverted to a small clearing on a pinnacle at the end of another trail. After landing on the pinnacle and before he had a chance to fully lower the collective control, he felt the helicopter slip. He then raised the collective control, and the helicopter immediately spun to the right and rolled over. Ground scars and airframe damage indicated that, as the pilot attempted to reposition the helicopter, it most likely experienced a dynamic rollover due to the left landing skid becoming lodged against a ridge. Postaccident examination of the airframe and drive train revealed no preimpact malfunctions or failures that would have precluded normal operation. Examination of the main rotor gearbox and its associated chip detector did not reveal the presence of any debris or particles that could have triggered the detector and no anomalies that would have precluded normal operation. However, the gearbox case was breached during the accident sequence, which liberated most of the oil and possibly any chips that might have been in the gearbox; therefore, it could not be determined what triggered the detector.
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
- Miscellaneous/other during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Dynamic rollover during landing (aborted after touchdown)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 1,500 in this make and model; 4,850 as pilot in command; 1,800 on instruments
- Last flight review: March 20, 2013
- Medical certificate: Class 2
- Seat: left
- Injury: minor injuries
Passenger
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 120 hours in all; 0 in this make and model
- Medical certificate: Class 2
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,546 hours
- Last inspection: annual inspection, May 6, 2013; 2 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AE1A5 (piston); 1,546 hours total
The flight
- Departed from: KPOC La Verne CA at 8:15 pm
- Destination: KPOC La Verne CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 57°F (14°C)
- Altimeter: 29.92 inHg
- Observation at 8:53 pm from KBUR, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
22 documents, released by the NTSB on January 9, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N915BW the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N915BW on the register today · the tail number may have moved to another aircraft since
- Engine: Lycoming IO-540-AE1A5 1,044 aircraft carry this series today · as the NTSB recorded it
- Brackett Field · departed from
- Accidents and incidents in California 9,080 since 1982 · 1,096 in the last ten years
- California 28,112 aircraft registered
- Other NTSB records under N915BW 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/WPR13FA264.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.