Robinson R22 accident near Santa Ana, California, May 1, 1996
On May 1, 1996 at about 1:00 am local time, a Robinson R22 (helicopter), registered N9070N, was destroyed in an accident near Santa Ana, California (John Wayne airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot misjudged the helicopter's distance and altitude and failed to attain the proper descent rate.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 1, 1996 · about 1:00 am local time
- Place
- Santa Ana, California · John Wayne
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N9070N · no longer on the register · serial 1513
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Both pilots were practicing full touchdown autorotations while in the traffic pattern. The second pilot made three successful touchdown autorotations and takeoffs. The first pilot assumed the controls after the second pilot completed the third autorotation. On final approach, the first pilot decelerated the helicopter and increased the glide angle to the runway. He then attempted to decrease the glide angle when it became evident that he was going to land short. The first pilot attempted to arrest the rate of descent, but without success. He was able to level the helicopter before it struck the ground. A ground witness said that the helicopter decelerated and then nosed over. The descent rate was between 1,000 to 2,000 feet per minute, and the main rotor rpm was at 100 percent throughout the sequence of events. The first pilot said he could not recall if the engine responded to his throttle inputs. Postaccident examination disclosed no evidence of any preexisting airframe or engine 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: airline transport pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,990 hours in all; 8,000 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 10,430 as pilot in command; 8,500 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,540 hours
- Last inspection: 100-hour inspection, March 20, 1996; 41 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: SNA
- Flight plan: none
- Runway 19L, 2,887 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 1:00 am from SNA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
Other NTSB records under N9070N 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.