Robinson R-22 accident near Miami, Florida, January 13, 1994
On January 13, 1994 at about 9:30 pm local time, a Robinson R-22 (helicopter), registered N931KC, was destroyed in an accident near Miami, Florida. It was a personal 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 pilot-in-command's improper supervision of an unqualified pilot while maneuvering at a low altitude. This resulted in a loss in rotor rpm due to improper flight control input (upward collective pitch), and subsequent in-flight collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 1994 · about 9:30 pm local time
- Place
- Miami, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N931KC · no longer on the register · serial 2318
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated she was in cruise flight with the cabin doors removed, when she looked outside and her glasses blew off. She directed the passenger, who has a private pilot, single engine land airplane rating to fly the helicopter, while she looked outside trying to locate her glasses. The passenger descended to 4 to 5 feet agl, and made two low passes over the field, while she continued to look for her glasses. She heard the passenger state, 'Lori, Lori,' and heard the rotor rpm horn blaring. She took the the flight controls and lowered the collective pitch. The helicopter collided with the ground, and rolled over on its right side.
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, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,557 hours in all; 51 in this make and model; 51 in the last 90 days; 8 in the last 30 days; 2,535 as pilot in command; 216 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 259 hours
- Last inspection: 100-hour inspection, October 28, 1993; 86 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: OPF Opa Locka FL at 9:15 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 79°F (26°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 9:47 pm from TMB, 6 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.
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.