Robinson R44 accident near San Diego, California, August 23, 2010
On August 23, 2010 at about 1:19 am local time, a Robinson R44 (helicopter), registered N7186Z, was substantially damaged in an accident during initial climb near San Diego, California. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to utilize carburetor heat during initial climb, which resulted in a loss of engine power due to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2010 · about 1:19 am local time
- Place
- San Diego, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 Clipper · all R44s on the register
- Registration
- N7186Z · no longer on the register · serial 0737
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after departure and at an airspeed of 60 knots, the engine lost power. The pilot reported that the airspeed decreased, the low rotor rpm horn sounded, and the manifold pressure increased. The pilot then began to maneuver the helicopter into the wind for an autorotation; however, the helicopter was descending rapidly, and the pilot was unable turn completely into the wind prior to touchdown. About 100 feet above water level, he deployed the helicopter’s floats and pulled the nose up into a flare. The tailboom hit the water first, and the helicopter subsequently sank. During the postaccident airframe examination, it was noted that the carburetor heat tab had been released, and the carburetor heat knob, which is located in the center console, was in the OFF (down) position. Further examination of the airframe and engine revealed no mechanical failures or malfunctions that would preclude normal operation. The conditions encountered at the time of the accident were conducive to serious carburetor icing for glide power and icing for glide and cruise power. As a result of the pilot's failure to utilize carburetor heat, it is likely that the engine lost power due to carburetor icing.
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
What happened, in order
- Loss of engine power (partial) during initial climb defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 300 in this make and model; 30 in the last 90 days
- Last flight review: January 3, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 1,107 hours
- Last inspection: annual inspection, August 11, 2009
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 0 hours total
- Operator: Point Zero Corporation
The flight
- Departed from: San Diego CA at 1:15 am
- Destination: San Diego CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 20,000 ft
- Temperature: 75°F (24°C), dew point 57°F (14°C)
- Altimeter: 29.87 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.