Robinson Helicopter Company R44 II accident near Calexico, California, February 1, 2015
On February 1, 2015 at about 8:30 am local time, a 2004 Robinson Helicopter Company R44 II, registered N510KJ, was substantially damaged in an accident during maneuvering (low-alt flying) near Calexico, California (Calexico Intl airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
A partial loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 1, 2015 · about 8:30 am local time
- Place
- Calexico, California · Calexico Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R44 II, built 2004
- Registration
- N510KJ · no longer on the register · serial 10338
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was conducting an agricultural application flight. He reported that, after reaching a field and during the first turn, the engine experienced a partial loss of engine power. During the subsequent attempt to land, the pilot turned the helicopter to avoid power lines. The helicopter subsequently landed hard and rolled onto its right side. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The engine was test run with no anomalies noted. The reason for the partial loss of engine power could not be determined.
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 maneuvering (low-alt flying) defining event
- Autorotation Off-field or emergency landing
- Autorotation Hard landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 583 hours in all
- Last flight review: March 24, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,686.6 hours
- Last inspection: annual inspection, December 15, 2014; 13 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540 SER (piston); 1,686 hours total
- Operator: John Reed Aviation
The flight
- Departed from: CXL Calexico CA at 8:25 am
- Destination: CXL Calexico CA
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 43°F (6°C)
- Altimeter: 29.95 inHg
- Observation at 4:53 pm from KIPL, 11 miles away
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.