An R22 helicopter was conducting unplanned and unnecessary torque turns at a low height during a commercial pilot licence training flight when it struck the ground before it could be recovered, an ATSB investigation report details.
The accident occurred on 26 February 2025 when an instructor and student pilot were conducting advanced emergency procedures training in the Robinson R22 at the Pannikin Island training area in Moreton Bay, south-east of Brisbane.
Toward the end of the lesson, the instructor recalled that the student requested to practise some torque turns: an advanced manoeuvre to quickly complete a 180° change in direction of flight.
“Torque turns are not in the syllabus and are not a requirement for the commercial helicopter pilot licence, and were not discussed in the pre-flight brief,” ATSB Director Transport Safety Dr Stuart Godley said.
“Further, torque turns are generally not even used in aerial application and dispensing operations in rotorcraft in favour of accurately flown and coordinated ‘procedure (P) turns’.”
After the instructor demonstrated and then the student executed several torque turns, the student then attempted a final torque turn, during which the helicopter rapidly lost altitude and entered an increased low nose attitude.
The helicopter impacted the ground upright and skidded for some distance before rolling and coming to rest on its left side.
The ATSB determined that the training exercise was conducted at an inappropriate low height, increasing risk and not allowing a margin of error, the investigation found.
“When the helicopter exited a torque turn at a low height and a lower-than-expected attitude, the instructor assumed control but was unable to prevent the collision with terrain,” Dr Godley said.
The instructor sustained serious injuries, the student sustained minor injuries, and the helicopter was destroyed.
“If the decision to conduct the torque turns had been agreed before the flight, this would have allowed for a full ground briefing to establish the torque turn procedures, discuss the conduct of the manoeuvre and ensure a common understanding of how the practice turns would be conducted,” Dr Godley noted.
Further, beginning the low-level torque turn exercise at 50 ft AGL, rather than starting higher and working down as the student’s capability improved, increased operational risk.
“In a training environment, where a student has limited experience to manage unexpected aircraft behaviour, it is vital to ensure and maintain sufficient height for recovery,” Dr Godley continued.
The report notes that effective instructional decision-making balances educational value with operational risk.
The instructor assessed the student to be capable of performing the manoeuvres based on their recent progress and performance during the lesson and having completed many previous training hours together.
However, this assessment was done during the training flight, limiting the time available for the instructor to fully consider the benefits and risks.
“This accident highlights the importance of instructors not going outside the approved and pre‑planned syllabus, relying on conservative in-flight decision‑making to manage risk, and to anticipate and be ready to intervene quickly, especially during low-level or elevated risk manoeuvres,” Dr Godley concluded.
Read the final report: Collision with terrain involving Robinson R22 Beta, VH-8BW, 29 km from Southport Aerodrome, Queensland, on 26 February 2025