Robinson R-22B accident near Las Vegas, Nevada, June 2, 1992
On June 2, 1992 at about 9:00 pm local time, a Robinson R-22B (helicopter), registered N2301C, was substantially damaged in an accident near Las Vegas, Nevada (Private Helipad airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S ENCOUNTER WITH A SUDDEN AND STRONG TAIL WIND COMPONENT DURING A CRITICAL PHASE OF FLIGHT WHICH WAS BEYOND THE CAPABILITY OF THE HELICOPTER. A FACTOR IN THE ACCIDENT WAS THE CONFINED NATURE OF THE HELIPAD WITH HIGH OBSTACLES AND POWER LINES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 1992 · about 9:00 pm local time
- Place
- Las Vegas, Nevada · Private Helipad · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22B · all R-22Bs on the register
- Registration
- N2301C · no longer on the register · serial 1926
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO STATEMENTS FROM THE PILOT AND TWO GROUND WITNESSES, THE HELICOPTER WAS DEPARTING FROM A PRIVATE HELIPAD AND DURING THE TAKEOFF INITIAL CLIMB A SUDDEN 30 KNOT TAIL WIND WAS ENCOUNTERED. THE HELICOPTER BEGAN TO SETTLE AND THE PILOT HAD TO USE THE REMAINING COLLECTIVE ENERGY TO BALLOON OVER A SET OF POWER LINES. THE AIRCRAFT LANDED HARD AND ROLLED OVER. THE HELIPAD IS SURROUNDED ON THREE SIDES BY TALL TREES AND BUILDINGS, AND, TAKEOFFS MUST BE MADE TO THE EAST. BEFORE THE TAKEOFF BEGAN, THE PILOT SAID THE WINDS WERE FROM THE EAST AT ABOUT 5 KNOTS. DURING THE INITIAL CLIMB THE WINDS SHIFTED FROM A HEAD WIND TO A TAIL WIND AND A 30 KNOT GUST AROSE. THE PILOT SUSPECTED THAT A MICROBURST HAD OCCURRED. TWO GROUND WITNESSES REPORTED THAT THE HELICOPTER LIFTED OFF WITH A LIGHT HEAD WIND AND AS IT BEGAN TO CLIMB A VERY STRONG GUST OF WIND CAME FROM BEHIND THE HELICOPTER.
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
- Ratings: rotorcraft: helicopter
- Flight time: 2,686 hours in all; 1,542 in this make and model; 33 in the last 90 days; 18 in the last 30 days; 2,590 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,014 hours
- Last inspection: 100-hour inspection, May 14, 1992; 27 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: NONE at 9:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 5 knots, gusting 30
- Visibility: 50 statute miles
- Sky: scat at 10,000 ft
- Temperature: 84°F (29°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N2301C 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.