Robinson R-22B accident near Pompano Beach, Florida, February 14, 1994
On February 14, 1994 at about 8:20 pm local time, a Robinson R-22B (helicopter), registered N591PD, was substantially damaged in an accident near Pompano Beach, Florida (Pompano Beach Airpark airport). It was a public-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
FAILURE OF THE PILOT-IN-COMMAND TO USE CARBURETOR HEAT DURING A POWEROFF AUTOROTATION, RESULTING IN THE ENGINE NOT RESPONDING TO THROTTLE INPUT DURING RECOVERY DUE TO CARBURETOR ICE BUILDUP.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 1994 · about 8:20 pm local time
- Place
- Pompano Beach, Florida · Pompano Beach Airpark
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22B · all R-22Bs on the register
- Registration
- N591PD · no longer on the register · serial 592
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Both pilots stated they were performing their third 180-degree autorotation with power recovery. They were not using the carburetor heat. They heard the engine running as they began the recovery but the engine did not respond to throttle input. The helicopter touched down hard and the main rotor blades contacted the tail boom and severed it and the tail rotor. The helicopter spun to the left several times and the right skid collapsed before the helicopter came to rest upright. After the accident the engine was operated in the helicopter and also in a test cell with no evidence to indicate failure or malfunction. At the time of the accident the helicopter was operating in conditions conducive to serious carburetor icing at glide power. The flight manual for the helicopter requires use of carburetor heat when operating in conditions conducive to carburetor icing.
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, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 16,200 hours in all; 4,100 in this make and model; 50 in the last 90 days; 15 in the last 30 days; 15,300 as pilot in command; 5,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,073 hours
- Last inspection: 100-hour inspection, January 20, 1994; 73 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: FXE Fort Lauderdale FL at 7:45 pm
- Flight plan: none
- Runway 5, 4,001 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 18 knots
- Visibility: 9 statute miles
- Sky: overcast at 2,000 ft; not recorded
- Temperature: 72°F (22°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 7:47 pm from PMP, 1 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.