Amateur-built ROTORWAY EXEC 90 accident near Fallbrook, California, May 29, 1994
On May 29, 1994 at about 8:47 pm local time, a amateur-built ROTORWAY EXEC 90 (helicopter), registered N78435, was destroyed in an accident near Fallbrook, California. It was a personal 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 PILOT'S IMPROPER PREFLIGHT AND MISCALCULATION OF REMAINING FUEL, WHICH RESULTED IN FUEL EXHAUSTION, AND IMPROPER AUTOROTATION, DUE TO INADEQUATE TRANSITION/UPGRADE TRAINING AND LACK OF FAMILIARITY WITH HELICOPTERS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 1994 · about 8:47 pm local time
- Place
- Fallbrook, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built ROTORWAY EXEC 90 ROTORWAY E
- Registration
- N78435 · no longer on the register · serial 5129
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES SAID THE PILOT MADE SEVERAL LOW PASSES AT AN ALTITUDE OF ABOUT 200', THEN DEPARTED THE AREA & FLEW UP A CANYON AT LOW ALTITUDE. THE HELICOPTER THEN DESCENDED RAPIDLY TO THE GROUND & CONTACTED A TREE DURING THE DESCENT. DURING AN INVESTIGATION, CONTROL & FUEL SYSTEM CONTINUITY WAS ESTABLISHED THROUGHOUT THE HELICOPTER. THE FUEL TANK WAS UNDAMAGED & NO EVIDENCE OF POST-IMPACT FUEL LEAKAGE WAS NOTED. ONLY RESIDUAL FUEL WAS FOUND IN THE TANK. THE PILOT DID NOT HAVE A ROTORCRAFT RATING. HIS INSTRUCTOR (CFI) SAID HE HAD GIVEN THE PILOT ABOUT 24 HRS OF DUAL TRAINING IN THE ACCIDENT HELICOPTER DURING FEBRUARY 1994. THE CFI FURTHER STATED THAT HE HAD ONLY ENDORSED THE PILOT FOR LIMITED HOVERING SOLO FLIGHTS. THE PILOT HAD BEEN GIVEN ONLY ONE INTRODUCTORY LESSON IN AUTOROTATION (TO A POWER RECOVERY). THE CFI SAID THE FUEL GAGE WAS INACCURATE. HE ADVISED THE PILOT TO USE A DIPSTICK TO MEASURE FUEL BEFORE EACH FLIGHT & TO USE A CLOCK TO MONITOR FUEL REMAINING. HE ALSO NOTED THE STUDENT TENDED TO ADD ONLY THE FUEL NEEDED FOR A PARTICULAR FLIGHT.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,018 hours in all; 34 in this make and model; 6 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, April 1, 1994
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotorway RI-162 (piston); 0 hours total
The flight
- Departed from: F70 French Valley CA
- Destination: F70
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 20 statute miles
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 8:45 pm from CRQ, 11 miles away
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.