Investigators say human error and weather, not mechanical failure, led to the February bay crash.
SAN DIEGO, CA — A U.S. Navy EA-18G Growler that went down in San Diego Bay on Feb. 12 climbed to about 8,000 feet without a crew after its two aviators ejected during a go-around at Naval Air Station North Island, according to investigation records and officials.
The incident, which sent a spray plume into the bay near Shelter Island late that morning, left both crew members in stable condition after a quick rescue by a nearby charter fishing boat. Newly released records from the Navy’s completed mishap investigation outline a fast-moving sequence: concerns about wet runway conditions, a tailwind, “mushy” brakes, a confusing radio call from the tower, an ejection, and an uncrewed climb before the jet stalled and dove into the water. The Navy says mechanical failure was ruled out. The findings focus attention on training and decision-making as the service recovers debris and reviews procedures.
Shortly after 10:15 a.m., the twin-seat electronic warfare jet approached North Island following aerial refueling earlier that morning. The pilot told investigators he felt something off with the brakes as the aircraft touched down on a wet runway with a tailwind. As the jet rolled, he initiated a go-around. A tower controller radioed “not enough runway” in an anxious tone, the pilot later recounted, adding that the transmission caused confusion in the cockpit. Believing the jet was not flying and the end of pavement was looming, he ordered, “Eject, eject, eject,” and both aviators pulled their handles. Parachutes opened over the bay as the jet, now empty, pitched up and climbed to roughly 8,000 feet before losing airspeed, turning back and dropping for more than a minute. It hit the water nose-first near Shelter Island, a sequence captured on surveillance and doorbell cameras, according to people who reviewed the footage. A charter fishing boat reached the aviators in about a minute and handed them off to a federal patrol craft for transport to a hospital, officials said.
Retired Air Force accident investigator Rich Martindell, who reviewed the Navy’s findings, called the controller’s runway warning surprising and unhelpful. He said the tower was not in a position to know the aircraft’s exact energy state or stopping distance. The Navy, in its official account, emphasized the pilot’s actions in wet and tailwind conditions and said mechanical issues did not cause the mishap. Cmdr. Amelia Umayam, a spokesperson for Naval Air Forces, said investigators determined human error, compounded by adverse weather, prevented a safe stop on the runway and that the pilot should have used maximum braking techniques. The crew earlier that morning had swapped into a spare jet due to a separate fuel leak issue and refueled with a tanker before deciding to return to base rather than continue far offshore. The Navy said approximately 85% of the aircraft was recovered from the bay during weeks of salvage work.
The Growler, a variant of the F/A-18 used for electronic attack, is assigned to a Whidbey Island–based squadron. Witnesses in Point Loma reported the jet flying low and loud before banking over the harbor. A security camera at the Kona Kai Marina recorded the final descent into the water. The charter boat Premier, operated by H&M Landing, rescued the aircrew; company leaders said their crews train for lifesaving and responded immediately when they saw the parachutes. The Coast Guard, San Diego Fire-Rescue and harbor patrol boats secured the scene and cautioned residents not to touch debris. The Navy set up an emergency operations center and later confirmed the crash site was located and contained while divers and recovery teams worked the area.
San Diego’s crash followed a deadly Growler mishap in Washington state in 2024 and adds to a record the Navy closely tracks as it balances training tempo with safety. North Island supports constant carrier air wing operations, with go-arounds common when weather or spacing interrupts landings. On Feb. 12, officials said conditions were rainy and misty, with water reported on the runway and winds unfavorable for stopping distance. The pilot’s account of soft or “mushy” brake feel is not unusual on wet pavement, former carrier aviators said, but the Navy’s report concluded that maximum braking remained the correct technique. A retired Marine colonel interviewed by national media after the crash said the jet was seconds from reaching homes and hotels along Shelter Island Drive, underlining how close the mishap came to a ground disaster. The Navy’s review also noted that the jet’s automated flight controls can hold commands after ejection, allowing an uncrewed aircraft to continue briefly until it stalls.
With the investigation closed at the service level, Naval Air Forces said leaders across the enterprise reinforced cockpit resource management, adherence to training rules and airmanship standards. There have been no criminal allegations and no suggestion of maintenance negligence. The Navy did not release the crew’s names; both remained under 24-hour medical observation immediately after the rescue and were reported in good condition. The service continues routine assessments of runway friction, tower phraseology and local procedures during wet operations, according to officials familiar with the review. Any further changes would be communicated to fleet squadrons through standard safety channels and air wing briefs. Environmental monitoring in the bay continued during and after the salvage effort.
On scene that morning, charter crews described a short, loud arc into the bay and a quick recovery. “As our captain saw the ejection, he turned immediately and reached them before they hit the water,” H&M Landing’s general manager, Frank Ursitti, said. Video shared later by residents shows a plume rising where the jet struck. A Point Loma homeowner said the engine noise shook nearby houses as the aircraft banked over the neighborhood. Martindell said the final climb and stall after ejection fit a familiar pattern in high-performance jets that lose pilot input at low altitude. He added that while the controller’s warning likely added to cockpit workload, the ultimate decision to eject rested with the pilot as runway distance and braking performance converged.
The Navy says flight operations at North Island have continued under standard procedures while squadron training cycles move forward. Harbor Security boats and dive teams cleared the crash site, and most wreckage has been removed. Officials said they will release any additional safety notices to aircrews through established channels. The next expected milestone is the routine dissemination of lessons learned to fleet squadrons during winter training briefs. No public hearing is scheduled.
Author note: Last updated December 23, 2025.