Robinson R22B accident near Palomar Mtn, California, January 23, 1993
On January 23, 1993 at about 6:30 pm local time, a Robinson R22B (helicopter), registered N2335Q, was substantially damaged in an accident near Palomar Mtn, 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 PILOT'S INITIAL FAILURE TO MAINTAIN ROTOR RPM DURING THE GO AROUND AND THE INSTRUCTOR'S IMPROPER USE OF THE FLIGHT CONTROLS AND FAILURE TO ADEQUATELY SUPERVISE THE CONDUCT OF THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 1993 · about 6:30 pm local time
- Place
- Palomar Mtn, 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
- N2335Q · no longer on the register · serial 2154
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE STATEMENTS OF BOTH PILOTS, AFTER A HIGH RECONNAISSANCE OF A RIDGELINE THE INSTRUCTOR SET THE HELICOPTER UP FOR A PRACTICE PINNACLE APPROACH AND TURNED THE CONTROLS OVER TO THE STUDENT AT ABOUT 500 FEET ABOVE THE RIDGE. SHORTLY AFTER INITIATING THE APPROACH, THE INSTRUCTOR SAID HE NOTICED EVIDENCE OF STRONG SURFACE WINDS AND ORDERED A GO AROUND. BOTH PILOTS STATED THAT AS THE GO AROUND WAS INITIATED THE LOW ROTOR RPM WARNING HORN CAME ON. THE INSTRUCTOR SAID HE ATTEMPTED TO REGAIN ROTOR RPM AND ACCELERATE THE HELICOPTER; HOWEVER, THEY WERE 'HIT BY A VERY STRONG DOWNDRAFT THAT FORCED US DOWN TO THE SURFACE.' THE INSTRUCTOR SAID HE THEN LOWERED THE NOSE TO ATTEMPT TO FLY AWAY FROM THE RIDGELINE BUT THE HELICOPTER SETTLED INTO THE BRUSH ON THE RIDGE AND ROLLED OVER.
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: airline transport pilot, flight instructor
- Ratings: single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,800 hours in all; 1,400 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 2,600 as pilot in command; 2,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 600 hours
- Last inspection: 100-hour inspection, December 28, 1992; 90 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: CRQ Carlsbad CA at 5:15 pm
- Destination: CRQ
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 25 knots, gusting 35
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 50°F (10°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 N2335Q 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.