Robinson Helicopter R22 BETA accident near Prescott, Arizona, June 4, 2014
On June 4, 2014 at about 10:08 pm local time, a 2001 Robinson Helicopter R22 BETA, registered N223G, was substantially damaged in an accident during enroute (cruise) near Prescott, Arizona (Ernest A. Love Field). 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
The inadvertent activation of the engine's mixture control during cruise flight by the pilot undergoing instruction, which resulted in a total loss of engine power. Contributing to the accident was the flight instructor's inadequate monitoring of the pilot's actions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 4, 2014 · about 10:08 pm local time
- Place
- Prescott, Arizona · Ernest A. Love Field · 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, built 2001 · all R22 BETAs on the register
- Registration
- N223G · registry record · serial 3211
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after departure, the commercial pilot undergoing instruction leveled the helicopter for cruise at an altitude of 300 feet above ground level, in compliance with the flight school's departure procedures. He reached down to the instrument panel pedestal with the intention of pulling the cyclic right trim knob; however, the flight instructor observed him instead reach for the adjacent engine fuel mixture control. The instructor yelled for him to stop, and attempted to swat his hand clear, however, the pilot then pulled the control and the engine lost all power. The flight instructor initiated an autorotation while simultaneously pushing the mixture control back down. The engine did not restart, and the helicopter landed hard, with the main rotor blades severing the tailboom. The high density altitude conditions, along with the helicopter's altitude and airspeed at the time of power loss, meant that it was operating on the edge of the "Avoid Operation" area of the height-velocity performance envelope. The pilot reported no mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
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 enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Autorotation Hard landing
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Student/instructed pilot
- cause Aircraft › Aircraft power plant › Engine controls › Mixture control › Unintentional use/operation
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,673.5 hours in all; 1,257.4 in this make and model; 101.5 in the last 90 days; 14 in the last 30 days; 2,612.3 as pilot in command; 1,296.5 on instruments
- Last flight review: January 7, 2014
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: rotorcraft: helicopter
- Flight time: 282.2 hours in all; 224.8 in this make and model; 1.2 in the last 90 days; 1.2 in the last 30 days; 225.6 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,549 hours
- Last inspection: 100-hour inspection, May 31, 2014; 19 hours since
- Maximum gross weight: 1,369 lb
- Landing gear: fixed
- Engine: Lycoming O&VO-360 SER (piston); 6,351 hours total
- Operator: Guidance Helicopters INC
The flight
- Departed from: PRC Prescott AZ
- Destination: PRC Prescott AZ
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 18 knots, gusting 23
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point -11°F (-24°C)
- Altimeter: 29.98 inHg
- Observation at 10:25 pm from KPRC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on September 4, 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | R22 Pilot Operating Handbook Excerpt | PDF, 1 page | View Download |
| 3 | Photo 1 - Helicopter at Accident Site | PDF, 1 page | View Download |
| 4 | Photo 2 - Mixture and Cyclic Right Trim Control | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N223G the same tail number, which may have belonged to a different aircraft at the time
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.