Robinson R-22 accident near Davis, California, May 5, 1993
On May 5, 1993 at about 11:45 pm local time, a Robinson R-22 (helicopter), registered N80156, was substantially damaged in an accident near Davis, California. It was a business 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 PILOT'S FAILURE TO FOLLOW A SAFETY TIP IN THE PILOT'S OPERATING HANDBOOK TO NEVER MAKE A DOWNWIND TAKEOFF, HIS FAILURE TO MAINTAIN ROTOR RPM, AND HIS IMPROPER USE OF THE HELICOPTER FLIGHT CONTROLS. A FACTOR WHICH CONTRIBUTED TO THE ACCIDENT WAS THE TAILWIND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 1993 · about 11:45 pm local time
- Place
- Davis, California
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N80156 · registry record · serial 0993
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT DEPARTED FROM THE CONFINED AREA LANDING ZONE DOWNWIND. DURING THE INITIAL CLIMB THE HELICOPTER LOST TRANSLATIONAL LIFT. THE PILOT ADDED MORE COLLECTIVE AND INCREASED THE THROTTLE TO MAXIMUM RPM, BUT WITHOUT SUCCESS, AND THE ROTOR RPM BEGAN TO DECAY. THE HELICOPTER'S LEFT SKID CONTACTED THE TOMATO BED WHILE MOVING FORWARD AND IN A RIGHT YAWING TURN, AND THE HELICPTER ROLLED OVER. THE R-22 PILOT'S OPERATING HANBOOK STATES 'NEVER MAKE TAKE-OFFS OR LANDINGS DOWNWIND...THE RESULTING LOSS OF TRANSLATIONAL LIFT CAN CAUSE THE AIRCRAFT TO SETTLE INTO GROUND OBSTACLES.' IN ADDITION, THE MANUFACTURER ISSUED SAFETY NOTICE RSN-4 WHICH STATES, IN PART, 'POWER IS DIRECTLY PROPORTIONAL TO RPM. IF YOU RAISE THE COLLECTIVE TO STOP THE SHIP FROM SETTLING, YOU WILL PULL THE RPM DOWN EVEN LOWER AND SETTLE EVEN FASTER.'
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: 777 hours in all; 700 in this make and model; 13 in the last 90 days; 1 in the last 30 days; 731 as pilot in command; 458 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,614 hours
- Last inspection: annual inspection, March 30, 1993; 46 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: APC Napa CA at 11:30 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 160° at 14 knots
- Visibility: 40 statute miles
- Sky: broken clouds at 25,000 ft; not recorded at 25,000 ft
- Temperature: 79°F (26°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 11:54 pm from SMF, 14 miles away
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.
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.