Robinson Helicopter R22 BETA accident near Olympia, Washington, May 3, 2024
On May 3, 2024 at about 11:00 pm local time, a 1991 Robinson Helicopter R22 BETA, registered N4082J, was substantially damaged in an accident during maneuvering (low-alt flying) near Olympia, Washington (Olympia Regional Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor’s delayed action to arrest the descending, left pedal turn while maneuvering for a low-altitude hover with the helicopter near the maximum gross weight limitation, which resulted in an impact with the ground and a dynamic rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 2024 · about 11:00 pm local time
- Place
- Olympia, Washington · Olympia Regional Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R22 BETA, built 1991 · all R22 BETAs on the register
- Registration
- N4082J · registry record · serial 1794
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor taxied the helicopter from one side of the airport to the other during an instructional flight with a student while the helicopter’s loading was near (about 12 lbs over) its maximum gross weight. As the helicopter approached the intended hover practice area, the instructor began a descending, left pedal turn to align the helicopter into the wind. During the descending turn and while about 10 ft above ground level (agl), the instructor began to add collective to arrest the helicopter’s descent; however, the helicopter continued to descend and impacted the ground with the toe of its right skid, leading to a dynamic rollover. No evidence of pre-accident mechanical malfunction or failure was revealed during a postaccident examination of the helicopter. Thus, given the helicopter’s high gross weight and left turn during the descent (both of which require more antitorque thrust and reduce the amount of engine power available to produce lift), it is likely that the instructor’s action to raise the collective was delayed, which resulted in an inadequate amount of time and altitude for the increased collective to be able to arrest the helicopter’s descent before impact with the ground.
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 maneuvering (low-alt flying) defining event
- Dynamic rollover during landing
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Dynamic load › Not attained/maintained
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Instructor/check pilot
- Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 468 hours in all; 218 in this make and model; 114 in the last 90 days; 73 in the last 30 days; 308 as pilot in command; 110 on instruments
- Last flight review: February 7, 2024
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Dual student
- Certificate: student
- Flight time: 4 hours in all; 4 in this make and model
- Medical certificate: None
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,007.3 hours
- Last inspection: 100-hour inspection, April 4, 2024; 79.5 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 7,721 hours total
The flight
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 29.78 inHg
- Observation at 4:00 pm from KOLM
Weather report (METAR): KOLM 032300Z 20006KT 10SM BKN110 18/06 A2978 RMK AO2 T01780056
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on April 3, 2026. 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, 11 pages | View Download |
| 2 | Airframe and Engine Exam Summary Report | PDF, 11 pages | View Download |
| 3 | Memorandum for Record A�� Telephone Interview, CFI | PDF, 2 pages | View Download |
| 4 | Memorandum for Record A�� Interview, Operator | PDF, 4 pages | View Download |
| 5 | Maintenance Records | PDF, 4 pages | View Download |
| 6 | Party Form | PDF, 1 page | View Download |
| 7 | Wreckage Release | PDF, 1 page | View Download |
| 8 | Accident Video File | MOV file | 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 N4082J 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.