Robinson R22 BETA accident near Naples, Florida, October 5, 1992
On October 5, 1992 at about 4:26 pm local time, a Robinson R22 BETA (helicopter), registered N2321X, was substantially damaged in an accident near Naples, Florida (Naples Municipal airport). It was an other work-use 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
INCORRECT AIRSPEED, INSUFFICIENT AIRSPEED, AND FAILURE OF THE PILOT IN COMMAND TO PERFORM THE CORRECT EMERGENCY PROCEDURE FOLLOWING THE IN FLIGHT LOSS OF CONTROL. CONTRIBUTING TO THE ACCIDENT WAS SELF INDUCED PRESSURE BY THE PILOT IN COMMAND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 1992 · about 4:26 pm local time
- Place
- Naples, Florida · Naples Municipal
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 BETA · all R22 BETAs on the register
- Registration
- N2321X · no longer on the register · serial 1976
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT DURING HIS FIRST PASS WHILE OVER TREES, FOR A PHOTOGRAPHIC RUN, THE HELICOPTER EXPERIENCED A SLIGHT YAWING TENDENCY. DURING THE SECOND PASS AT THE SAME AIRSPEED BUT AT A LOWER ALTITUDE (BETWEEN 25 AND 50 FT ABOVE THE TREES) THE HELICOPTER ENTERED AN UNCOMMANDED RT YAW. HE LOWERED THE COLLECTIVE CONTROL AND PUSHED THE CYCLIC BUT DID NOT ADJUST THE THROTTLE. THE SPINNING DESCENT CONTINUED UNTIL IMPACT WITH THE TREES THEN THE GROUND. EXAM OF THE DAMAGED TAIL ROTOR BLADES BY AN FAA AIRWORTHINESS INSPECTOR INDICATE EVIDENCE OF ROTATION AT IMPACT. THE PLT'S BOSS WAS THE PHOTOGRAPHER.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 912 hours in all; 79 in this make and model; 13 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 460 hours
- Last inspection: 100-hour inspection, August 2, 1992; 60 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: The London CO.
The flight
- Departed from: APF at 1:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 4:35 pm from APF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N2321X 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.