Robinson R-22B accident near Sun Valley, California, May 4, 1992
On May 4, 1992 at about 8:25 pm local time, a Robinson R-22B (helicopter), registered N4081P, was substantially damaged in an accident near Sun Valley, 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
1) FUEL EXHAUSTION DUE TO IMPROPER PREFLIGHT PLANNING BY THE CFI AND HIS FAILURE TO REFUEL THE AIRCRAFT PRIOR TO DEPARTURE ON THE ACCIDENT FLIGHT, AND 2) THE CFI'S MISJUDGEMENT OF THE LANDING FLARE TIMING DURING THE AUTO ROTATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 1992 · about 8:25 pm local time
- Place
- Sun Valley, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22B · all R-22Bs on the register
- Registration
- N4081P · registry record · serial 1786
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUCTOR PILOT SAID THAT HE HAD FLOWN THE HELICOPTER ON THE FLIGHT PRIOR TO THE ACCIDENT SESSION FOR ABOUT 1.2 HOURS. THE HELICOPTER BEGAN THAT FLIGHT WITH FULL FUEL TANKS AND IT WAS NOT REFUELED AFTER LANDING. THE INSTRUCTOR STATED THAT HE PERFORMED THE PREFLIGHT INSPECTION WITH THE STUDENT ON THE ACCIDENT FLIGHT AND VISUALLY LOOKED INSIDE THE FUEL TANK AND DETERMINED THAT ABOUT ONE HOUR AND FORTY MINUTES OF FUEL WAS ON BOARD. HE SAID THAT HE DID NOT USE A MEASURING DEVICE TO QUANTIFY THE AMOUNT OF FUEL IN THE TANK, BUT RATHER VISUALLY ESTIMATED THAT THE AMOUNT HE OBSERVED MATCHED THE FUEL GAGE. AFTER DEPARTURE FROM BURBANK THE FLIGHT PROCEEDED TO THE LOCAL PRACTICE AREA WHERE THE ONE HOUR DUAL STUDENT WAS GIVEN A LESSON ON PRIMARY FLIGHT MANEUVERS. THE FLIGHT WAS ON APPROACH TO THE BURBANK AIRPORT AFTER ONE HOUR AND TWELVE MINUTES WHEN THE LOW FUEL LEVEL WARNING LIGHT ILLUMINATED. THE INSTRUCTOR NOTED THAT THE ENGINE QUIT IMMEDIATELY THEREAFTER AND HE EXECUTED AN AUTO ROTATION TO A CITY PARK. THE HELICOPTER LANDED HARD, BENDING THE TAIL BOOM. NO FUEL WAS FOUND IN THE TANK AFTER THE ACCIDENT.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 560 hours in all; 550 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 490 as pilot in command; 235 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 517 hours
- Last inspection: annual inspection, May 1, 1992; 17 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Complete Aviation Services
The flight
- Departed from: BUR Burbank CA at 7:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.
Other NTSB records under N4081P 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.