Robinson R-22 accident near Lowerlake, California, October 5, 1998
On October 5, 1998 at about 9:05 pm local time, a Robinson R-22 (helicopter), registered N801EH, was destroyed in an accident near Lowerlake, California. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's failure to adequately supervise the conduct of the flight and the failure of the flying pilot to ensure that adequate ground clearance existed between the stinger/tail rotor and the ground during a deceleration while the aircraft was maneuvering for a practice forced landing. The identity of the flying pilot could not be determined. The instructor's decision to perform the maneuver with a gusty, surface tailwind was a factor in this accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 1998 · about 9:05 pm local time
- Place
- Lowerlake, California · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N801EH · no longer on the register · serial 2202
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After completing a refueling stop at a nearby airport, the helicopter was next seen flying on a southeasterly heading at low altitude. Gusting winds at the accident site were opposite the direction of flight. The aircraft began a deceleration, the tailboom struck the ground and was severed by the main rotor blades as the aircraft pitched forward. As the nose pitched down, the main rotor blades struck the ground in front of the aircraft and the rotor head separated from the mast. The aircraft then rolled onto its right side with the engine running. A few seconds after impact, the aircraft burst into flames. The throttle was at idle and carburetor heat was applied. The stinger was broken from the empennage. Neither occupant wore fire-retardant apparel. The area of the accident site is commonly used for simulated emergency landings. Insufficient evidence existed to determine which pilot was manipulating the flight controls.
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: single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 550 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,672 hours
- Last inspection: 100-hour inspection, September 18, 1998; 29 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 1O2 Lakeport CA at 8:50 pm
- Destination: SAC Scaramento CA
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from STS, 24 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.