Robinson R44 accident near Cayey, Puerto Rico, January 3, 2000
On January 3, 2000 at about 6:30 pm local time, a Robinson R44 (helicopter), registered N233MP, was substantially damaged in an accident near Cayey, Puerto Rico. It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to use carburetor heat as required by the Pilot's Operating Handbook resulting in a loss of engine and rotor rpm, forced landing to none suitable terrain (residence), and subsequent roll over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 2000 · about 6:30 pm local time
- Place
- Cayey, Puerto Rico
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R44 · all R44s on the register
- Registration
- N233MP · no longer on the register · serial 0619
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he was in cruise flight at 700 feet over a residential area when the helicopter experienced a reported loss of engine and rotor rpm. The pilot did not activate the carburetor heat as required by the pilot operating handbook. The pilot lowered the collective pitch and increased throttle with negative results. He initiated a forced landing to a field but realized he would not be able to reach it. He made a forced landing to a residential carport. The right skid slipped through the roof, the aircraft rolled over on its right side and the main rotor blades collided with the roof. Examination of the airframe and flight controls revealed no evidence of a precrash mechanical failure or malfunction. The engine assembly was removed and mounted in a dynamometer test cell. The engine was started and produced engine power.
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: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 111 in this make and model; 4,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 139 hours
- Last inspection: annual inspection, November 5, 1999; 39 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F-1B (piston); 0 hours total
The flight
- Departed from: SIG San Juan PR at 5:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 14 knots, gusting 20
- Visibility: 2 statute miles
- Sky: broken clouds at 2,300 ft; scat at 1,400 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 6:58 pm from SJU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.