Robinson R-22-MARINER accident near West Boca Raton, Florida, October 25, 1999
On October 25, 1999 at about 9:20 pm local time, a Robinson R-22-MARINER (helicopter), registered N2285Z, was substantially damaged in an accident near West Boca Raton, Florida. It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's delayed response in taking remedial action during a practice autorotation. Factors were his inadequate planned approach and his improper use of powerplant controls.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 25, 1999 · about 9:20 pm local time
- Place
- West Boca Raton, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22-MARINER R-22-MARIN · all R-22-MARINERs on the register
- Registration
- N2285Z · no longer on the register · serial 0511M
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and his student were practicing 180-degree autorotation landings. Prior to initiating their last autorotation to the left, they climbed to 500 ft. agl. The student was at the controls and began a steeper turn in an attempt to reach the aiming spot, and the helicopter entered a slight dive. As the student rolled out to begin the flare, the helicopter was below 100 ft. agl. The instructor then took control of the helicopter. He pushed forward to level the helicopter, then rolled the throttle and tried to pull up on the collective. The helicopter hit the ground in a level attitude, then became airborne again. During the impact sequence, the tail boom was severed. The helicopter then spun three or four times and landed on its left side. According to the instructor, there was no mechanical malfunction with the helicopter.
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: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 844 hours in all; 841 in this make and model; 228 in the last 90 days; 69 in the last 30 days; 809 as pilot in command; 603 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,400 hours
- Last inspection: 100-hour inspection, October 11, 1999; 40 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Volar Helicopters, INC.
The flight
- Departed from: FXE Ft. Lauderdale FL at 8:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 050° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; clear
- Temperature: 75°F (24°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from FXE, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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 N2285Z 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.