Robinson R22B accident near Honolulu, Hawaii, July 8, 1993
On July 8, 1993 at about 1:59 am local time, a Robinson R22B (helicopter), registered N501R, was destroyed in an accident near Honolulu, Hawaii (Honolulu International airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE INSTRUCTOR ALLOWING THE STUDENT FLY SOLO IN WIND CONDITIONS EXCEEDING THE MAXIMUM ALLOWABLE WINDS IN THE TRAINING SYLLABUS, AND ALSO NEAR THE MAXIMUM DEMONSTRATED CONTROLLABILITY ENVELOPE FOR THE HELICOPTER. FACTORS WHICH CONTRIBUTED TO THE ACCIDENT WERE THE UNFAVORABLE WIND CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 1993 · about 1:59 am local time
- Place
- Honolulu, Hawaii · Honolulu International · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22B · all R22Bs on the register
- Registration
- N501R · no longer on the register · serial 1169
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER COMPLETING A PERIOD OF DUAL, THE CFI SAID HE FELT THE STUDENT WAS READY FOR HIS FIRST SUPERVISED SOLO, AND HE EXITED THE AIRPLANE AFTER INSTRUCTING THE STUDENT TO COMPLETE 3 TAKEOFF, APPROACH TO A HOVER, & LANDING MANEUVERS. DURING THE 3RD LANDING MANEUVER THE HELICOPTER BEGAN ROTATING, THEN DESCENDED RAPIDLY AND IMPACTED THE GROUND. THE STUDENT HAD RECEIVED 21 HRS OF HELICOPTER DUAL INSTRUCTION, FROM 3 DIFFERENT INSTRUCTORS, DURING 15 LESSONS. ALL 3 INSTRUCTORS USED THE ROBINSON FLIGHT TRAINING GUIDE AS A SYLLABUS; THE GUIDE STATES 'UNDER NO CIRCUMSTANCES ARE STUDENTS PERMITTED TO FLY SOLO IN WINDS IN EXCESS OF 15 KNOTS.' THE PERFORMANCE SECTION OF THE PILOT OPERATOR HANBOOK STATES THAT CONTROLLABILITY HAS BEEN DEMONSTRATED FOR CROSSWINDS AND TAILWINDS UP TO 17 KNOTS. AT THE TIME OF THE ACCIDENT THE TOWER WAS REPORTING RAIN SHOWERS NORTHEAST; PERIODIC WIND GUSTS TO 25 KTS WERE ALSO REPORTED DURING THE TIME OF THE FLIGHT. A LLWAS WIND SENSOR NEAR THE ACCIDENT SITE WAS REPORTING AVERAGE SPEEDS OF 15-18 KTS.
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: foreign licence, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,926 hours in all; 21 in this make and model; 73 in the last 90 days; 21 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,260 hours
- Last inspection: 100-hour inspection, June 22, 1993; 47 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Destination: HNL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 020° at 14 knots, gusting 25
- Visibility: 25 statute miles
- Sky: scat at 2,500 ft
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 am from HNL
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.
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.