Robinson R44 accident near Palo Alto, California, February 2, 2000
On February 2, 2000 at about 10:37 pm local time, a Robinson R44 (helicopter), registered N999EV, was substantially damaged in an accident near Palo Alto, California (Palo Alto airport). 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's failure to use carburetor heat, resulting in a loss of engine power, and, his misjudged autorotation approach that resulted in a collision with the ground during the landing flare. Contributing to the accident was the conditions conducive to carburetor icing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2000 · about 10:37 pm local time
- Place
- Palo Alto, California · Palo Alto · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N999EV · registry record · serial 0667
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger were inbound to land and the pilot requested permission to perform an autorotation, which was approved. The pilot reported that he did not think he was going to reach the runway during the autorotation so he added power. The engine failed to respond and the tail stinger contacted the ground resulting in the separation of the tail boom. The pilot pulled collective pitch; the helicopter briefly became airborne, and spun violently to the right. The pilot maintained a level attitude and the helicopter landed hard. After the rotor stopped, they exited the helicopter. The pilot stated that he should have used carburetor heat prior to the extended engine idle period of the autorotation. The temperature and dew point were in the serious icing-glide power range.
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
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 2,000 hours in all; 95 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 94 hours
- Last inspection: inspection type not recorded; 94 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0540-F105 (piston); 0 hours total
The flight
- Departed from: SQL San Carlos CA at 10:27 pm
- Destination: PAO Palo Alto CA
- Flight plan: none
- Runway 30, 2,500 ft by 65 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 8 knots
- Visibility: 7 statute miles
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 10:37 pm from PAO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number LAX00LA086.