Amateur-built SX300 accident near Rosamond, California, October 14, 1992
On October 14, 1992 at about 8:50 pm local time, a amateur-built SX300, registered N330RJ, was destroyed in an accident near Rosamond, California (Rosamond Skypark airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOTS INADEQUATE COMPENSATION FOR THE WIND CONDITIONS AND HIS FAILURE TO MAINTAIN AN ADEQUATE AIRSPEED WHILE MANEUVERING WHICH LED TO AN INADVERTENT STALL SPIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 1992 · about 8:50 pm local time
- Place
- Rosamond, California · Rosamond Skypark · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SX300
- Registration
- N330RJ · no longer on the register · serial 71
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INVESTIGATION WAS UNABLE TO DETERMINE WHO WAS ACTUALLY FLYING THE AIRPLANE AT THE TIME OF THE ACCIDENT. A 3,100 HOUR COMMERCIAL PILOT, WHO WAS THE OWNER AND BUILDER OF THE EXPERIMENTAL AIRPLANE, WAS IN THE RIGHT SEAT. THE LEFT SEAT WAS OCCUPIED BY HIS PRIVATE PILOT SON WHO HAD ABOUT 128 HOURS. THEY WERE ATTEMPTING TO LAND AT AN UNCONTROLLED AIRPORT ON RUNWAY 25. THE AIRPORT MANAGER AND FIXED BASE OPERATOR AT THE AIRPORT STATED THAT THE WINDS WERE OUT OF THE SOUTH AT ABOUT 25 MPH WITH GUSTS TO ABOUT 30 MPH. THE OPERATOR FURTHER STATED THAT THE AIRPLANE HAD MADE TWO OR THREE CLOSE IN LEFT HAND APPROACHES, EACH TIME OVERFLYING THE RUNWAY CENTERLINE ON THE TURN TO FINAL AND CORRECTING WITH STEEP BANKED TURNS BACK TO THE RUNWAY. WITNESSES REPORTED THAT THE AIRPLANE ROLLED INVERTED WHILE ON FINAL APPROACH FROM WHAT APPEARED TO BE AN 'ACCELERATED STALL.' THE AIRCRAFT WAS EXAMINED AT THE ACCIDENT SITE BY AN FAA AIRWORTHINESS INSPECTOR WHO REPORTED FINDING NO PREIMPACT MECHANICAL MALFUNCTIONS OR FAILURES.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,100 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 2,400 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO 540 AA1A5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CRQ Carlsbad CA at 8:30 pm
- Flight plan: none
- Runway 25, 3,600 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 24 knots, gusting 28
- Visibility: 35 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 8:50 pm from WJF, 9 miles away
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.
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.