Robinson R22B accident near Morgan Hill, California, July 19, 1996
On July 19, 1996 at about 5:34 pm local time, a Robinson R22B (helicopter), registered N730SH, was substantially damaged in an accident near Morgan Hill, California. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student's improper reaction to an engine/main rotor overspeed condition, and his failure to achieve the proper zero airspeed nose high attitude during a touchdown from an autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 1996 · about 5:34 pm local time
- Place
- Morgan Hill, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22B · all R22Bs on the register
- Registration
- N730SH · no longer on the register · serial 1730
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the helicopter was in cruise flight at 1,000 feet agl when he noticed that both the engine and main rotor were at 110 percent on the dual tachometer. He then entered an autorotation because he believed the engine might quit. The student stated that at touchdown the helicopter had a nose low attitude with some forward speed remaining and the skids dug into the ground, rolling the helicopter over. Through a translator, the pilot reported that the engine/main rotor governor was not working properly. Robinson Helicopter Company reported that the governor unit senses main rotor speed through a sending unit on the engine to transmission shaft. An electronic computer maintains the speed within the normal operating range through a servo motor which actuates the throttle on the collective by means of a clutch assembly. The unit can be turned off by a toggle switch on the collective control, and can be overridden by twisting the throttle. The entire governor assembly, including the speed sensing unit, computer, servo, clutch, and collective/throttle were removed from the helicopter and taken to Robinson Helicopter Company by a Safety Board investigator. All components of the unit were functionally tested and performed within factory new unit acceptance criteria.
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: student
- Flight time: 55 hours in all; 55 in this make and model; 55 in the last 90 days; 48 in the last 30 days; 8 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,951 hours
- Last inspection: 100-hour inspection, July 8, 1996; 50 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: Q99 San Martin CA at 5:20 pm
- Destination: RHV San Jose CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: scat at 2,000 ft
- Temperature: 68°F (20°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 4:46 pm from SJC, 22 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.
Other NTSB records under N730SH 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.