Robinson R22B accident near Silverado, California, September 23, 2002
On September 23, 2002 at about 5:00 pm local time, a Robinson R22B (helicopter), registered N2331, was substantially damaged in an accident near Silverado, California. 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 student's failure to maintain adequate main rotor rpm, and the flight instructor's inadequate supervision of the flight. Contributing factors were the hilly terrain and the relative high density altitude conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2002 · about 5:00 pm local time
- Place
- Silverado, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22B · all R22Bs on the register
- Registration
- N2331 · no longer on the register · serial 2145
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an instructional flight, a forced landing occurred on slopping terrain wherein the main rotor blades contacted the hillside and the tail boom was bent. The certified flight instructor (CFI) and student were operating the helicopter near its maximum certificated gross weight over a 2,900-foot mean sea level hillside, with a density altitude higher than 5,800 feet. The CFI failed to adequately monitor his student's handling of the controls, and the main rotor rpm decreased. Despite the CFI's subsequent efforts at regaining adequate rpm, the low rotor rpm condition continued, which necessitated a forced landing.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 750 hours in all; 700 in this make and model; 200 in the last 90 days; 70 in the last 30 days; 690 as pilot in command; 470 on instruments
- Last flight review: July 24, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 138 hours in all; 28 in this make and model; 46 in the last 90 days; 30 in the last 30 days; 50 as pilot in command
- Last flight review: August 1, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,788 hours
- Last inspection: annual inspection, September 5, 2002; 48 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: SNA Santa Ana CA at 4:45 pm
- Destination: SNA Santa Ana CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 48°F (9°C)
- Altimeter: 29.87 inHg
- Observation at 4:53 pm from RAL, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
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.