Robinson R22 B accident near Miami, Florida, August 4, 1993
On August 4, 1993 at about 10:34 pm local time, a Robinson R22 B (helicopter), registered N24049, was substantially damaged in an accident near Miami, Florida (Kendall-Tamiami Executive airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE COMMERCIAL RATED STUDENT PILOT'S FAILURE TO INSURE THE INSTRUCTOR HAD TAKEN CONTROL OF THE HELICOPTER AND THE FLIGHT INSTRUCTORS FAILURE TO PROPERLY SUPERVISE THE STUDENT WHICH RESULTED IN THE STUDENT LETTING GO OF THE CONTROLS WHILE IN A HOVER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 1993 · about 10:34 pm local time
- Place
- Miami, Florida · Kendall-Tamiami Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 B · all R22 Bs on the register
- Registration
- N24049 · no longer on the register · serial 0545
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMERCIAL PILOT RATED STUDENT STATED HE HAD DEMONSTRATED A RAPID DECELERATION MANEUVER FOR THE INSTRUCTOR AND CONCLUDED THE MANEUVER AT 10 TO 15 FEET IN A HOVER. HE MAINTAINED THE HELICOPTER IN A HOVER AND LOOKED TO THE INSTRUCTOR FOR CRITIQUE OF THE MANEUVER. HE FELT A SLIGHT RESISTANCE ON THE FLIGHT CONTROLS AS IF THE INSTRUCTOR HAD TAKEN CONTROL AND THEN HE LET GO OF THE CONTROLS. THE AIRCRAFT BEGAN TO DESCEND AND BEFORE HE REALIZED THE INSTRUCTOR WAS NOT FLYING THE HELICOPTER IT CONTACTED THE GROUND WITH THE SKIDS AND TAIL ROTOR AND ROLLED TO THE RIGHT. THE HELICOPTER THEN CAME TO REST ON ITS RIGHT SIDE. THERE WERE NO REPORTED MECHANICAL FAILURES OF THE HELICOPTER OR SYSTEMS.
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: helicopter; rotorcraft: helicopter
- Flight time: 3,311 hours in all; 155 in this make and model; 92 in the last 90 days; 35 in the last 30 days; 2,702 as pilot in command; 212 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,120 hours
- Last inspection: 100-hour inspection, July 3, 1993; 20 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: TMB at 10:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 8 knots
- Visibility: 6 statute miles
- Sky: scat at 2,500 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 10:46 pm from TMB, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.