Robinson Helicopter R44 and DJI MAVIC 2 mid-air collision near Daytona Beach, Florida, December 30, 2023
On December 30, 2023 at about 7:04 pm local time, 2 aircraft, Robinson Helicopter R44 (N828AK) and DJI MAVIC 2 (FA3XNWMRAN), were involved in a mid-air collision near Daytona Beach, Florida (Daytona Beach International airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The UAS operator’s failure to operate within the limitations of the COA that he was using to operate inside class C airspace, which resulted in a collision between the UAS and the helicopter.
The UAS operator’s failure to operate within the limitations of the COA that he was using to operate inside class C airspace, which resulted in a collision between the UAS and the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 30, 2023 · about 7:04 pm local time
- Place
- Daytona Beach, Florida · Daytona Beach International · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Robinson Helicopter R44, built 2007 · all R44s on the register
- Registration
- N828AK · registry record · serial 1689
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
- Aircraft 2
- DJI MAVIC 2 PRO · all MAVIC 2s on the register
- Registration
- FA3XNWMRAN · no longer on the register · serial 163DF81001N020
- Damage
- Destroyed
- Flight
- Other work-use flight · small-drone rules (Part 107)
The NTSB's narrative for the Robinson Helicopter R44 final · quoted from the NTSB record
The pilot of the helicopter reported that while flying at an indicated altitude around 200 to 300 ft, while on approach to land at an off-airport landing zone, he saw a black “drone” [unmanned aerial system (UAS)] in front of his windscreen. He attempted to avoid the UAS but was unable and the UAS impacted the main rotor resulting in substantial damage to a main rotor blade. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. The UAS operator reported that he was conducting operations over a construction site. The area was inside of the class C airspace of a nearby airport and the UAS operator was using a Federal Aviation Administration Certificate of wavier or authorization (COA) that had been previously obtained by the construction company who hired him. The UAS operator reported that he was flying at an altitude of 180 ft, and that before the flight he had not realized that this altitude was above the maximum altitude of 150 ft imposed by the COA. The COA also required the UAS operator to notify the air traffic control tower at the nearby airport at least 15 minutes prior to the proposed start time of any operations. The UAS operator stated, and a review of contact records by the air traffic control tower confirmed, that no call was received from the UAS operator notifying them of the operation. Additionally, the drone operations manager for the construction company who contracted the UAS operator reported that the operator was supposed to check in with the on-site supervisor before conducting operations and stated that this did not happen on the day of the accident.
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 NTSB's narrative for the DJI MAVIC 2 final · quoted from the NTSB record
The pilot of the helicopter reported that while flying at an indicated altitude around 200 to 300 ft, while on approach to land at an off-airport landing zone, he saw a black “drone” [unmanned aerial system (UAS)] in front of his windscreen. He attempted to avoid the UAS but was unable and the UAS impacted the main rotor resulting in substantial damage to a main rotor blade. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. The UAS operator reported that he was conducting operations over a construction site. The area was inside of the class C airspace of a nearby airport and the UAS operator was using a Federal Aviation Administration Certificate of wavier or authorization (COA) that had been previously obtained by the construction company who hired him. The UAS operator reported that he was flying at an altitude of 180 ft, and that before the flight he had not realized that this altitude was above the maximum altitude of 150 ft imposed by the COA. The COA also required the UAS operator to notify the air traffic control tower at the nearby airport at least 15 minutes prior to the proposed start time of any operations. The UAS operator stated, and a review of contact records by the air traffic control tower confirmed, that no call was received from the UAS operator notifying them of the operation. Additionally, the drone operations manager for the construction company who contracted the UAS operator reported that the operator was supposed to check in with the on-site supervisor before conducting operations and stated that this did not happen on the day of the accident.
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 for the Robinson Helicopter R44 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach defining event
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot of other aircraft
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of procedures › Pilot of other aircraft
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 342.5 hours in all; 203.9 in this make and model; 121.7 in the last 90 days; 30.3 in the last 30 days; 298 as pilot in command
- Last flight review: May 19, 2023
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,964 hours
- Last inspection: 100-hour inspection, December 11, 2023; 5 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 567 hours total
- Operator: Tunica Helicopters LLC
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 59°F (15°C), dew point 39°F (4°C)
- Altimeter: 30.11 inHg
- Observation at 1:53 pm from DAB, 1 miles away
Weather report (METAR): KDAB 301853Z 25014G19KT 10SM FEW050 15/04 A3011 RMK AO2 SLP195 T01500044
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
The factual record for the DJI MAVIC 2 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of procedures › Pilot
Pilot
- Certificate: remote
- Ratings: rotorcraft: unmanned (suas)
- Flight time: 450 hours in all; 450 in this make and model
- Last flight review: August 1, 2023
- Medical certificate: Unknown
- Seat: none
- Injury: no injuries
The aircraft
- Seats: 0
- Landing gear: fixed
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on January 25, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Memorandum for Record A�� Helicopter Pilot's Estimated Altitude | PDF, 1 page | View Download |
| 3 | Memorandum for Record A�� Drone Operator Statement | PDF, 2 pages | View Download |
| 4 | Memorandum for Record A�� Telephone Interview, Air Traffic Control Facility Manager | PDF, 1 page | View Download |
| 5 | Memorandum for Record - Construction Company Drone Operations Manager | PDF, 1 page | View Download |
| 6 | FAA Certificate of Wavier or Authorization | PDF, 3 pages | View Download |
| 7 | Investigation Photographs | PDF, 3 pages | View Download |
| 8 | Memorandum - Revised Report | PDF, 8 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.