Robinson R22 accident near Tucson, Arizona, May 15, 1986
On May 15, 1986 at about 6:00 pm local time, a Robinson R22 (helicopter), registered N9072Y, was substantially damaged in an accident near Tucson, Arizona (Ryan Field). 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 1986 · about 6:00 pm local time
- Place
- Tucson, Arizona · Ryan Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N9072Y · no longer on the register · serial 214
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER LANDED HARD AFTER A PRACTICE AUTOROTATION WITH A POWER RECOVERY. AT APRX 550 FT AGL THE CFI ANNOUNCED A SIMULATED ENG FAILURE TO THE ATP AND THE THROTTLE WAS CLOSED TO FLIGHT IDLE. THE ATP ENTERED AN AUTOROTATION SMOOTHLY AND TURNED LEFT RAPIDLY INTO THE WIND. DURING THE TURN THE ROTOR RPM BEGAN TO INCREASE AND THE CFI INCREASED THE COLLECTIVE TO MAINTAIN ROTOR RPM WITHIN LIMITS AND THEN REDUCED IT. THE THE ATP BEGAN TO DECELERATE AT 300 FT AGL AND AIRSPEED BEGAN TO DECREASE. AT 55 KTS INDICATED AIRSPEED, THE CFI CALLED FOR A POWER RECOVERY. THE ROTOR RPM BEGAN TO DECREASE AND THE CFI GOT ON THE CONTROLS AND ATTEMPTED TO EXECUTE A POWER RECOVERY. THE ATP HAD A TIGHT GRIP ON THE THROTTLE IN THE OVERRIDE POSITION. THE CFI WAS UNABLE TO TWIST THE THROTTLE TO THE POSITIVE RANGE POSITION. AT 100 FT AGL THE CFI NOTICED LOW ROTOR RPM AND AN EXCESSIVE RATE OF DESCENT. THE CFI FLARED THE ACFT AND ATTEMPTED TO CUSHION THE LANDING BUT THE ACFT LANDED HARD.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,020 hours in all; 1,920 in this make and model; 175 in the last 90 days; 4,631 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,238 hours
- Last inspection: 100-hour inspection, April 28, 1986; 27 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: TUS Tucson AZ at 6:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 13 knots
- Visibility: 60 statute miles
- Sky: scat at 25,000 ft
- Temperature: 86°F (30°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 5:52 pm from TUS, 17 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.
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.