Robinson R-22 accident near Sanford, Florida, July 9, 1994
On July 9, 1994 at about 4:50 pm local time, a Robinson R-22 (helicopter), registered N22431, was substantially damaged in an accident near Sanford, Florida. It was an aerial observation 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 FAILURE OF THE TAILROTOR DRIVESHAFT FOR UNDETERMINED REASONS RESULTING IN LOSS OF TAILROTOR DRIVE. THIS RESULTED IN THE HELICOPTER SPINNING UNCONTROLLED AND DESCENDING FROM A HOVER UNTIL IT CRASHED IN THE WATER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 1994 · about 4:50 pm local time
- Place
- Sanford, 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
- N22431 · no longer on the register · serial 0494
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER WAS IN A 15 FOOT HOVER WHEN IT BEGAN TO SPIN TO THE RIGHT AND DESCEND. THE PILOT WAS UNABLE TO CONTROL THE HELICOPTER AND IT CRASHED INTO THE WATER. A WITNESS ON THE GROUND OBSERVED THE TAILROTOR SLOW DOWN JUST PRIOR TO THE HELICOPTER STARTING TO SPIN TO THE RIGHT. EXAMINATION OF THE HELICOPTER AFTER THE ACCIDENT INDICATED THE TAILROTOR DRIVESHAFT WAS SEPARATED AT THE LAST COUPLING PRIOR TO THE TAILROTOR GEARBOX. THE TAILROTOR GEARBOX WAS FREE TO TURN AND ONE TAILROTOR BLADE WAS BENT AT A 90 DEGREE ANGLE. THE OTHER TAILROTOR BLADE WAS NOT DAMAGED. METALLURGICAL EXAMINATION OF THE SEPARATED TAILROTOR DRIVESHAFT INDICATED IT SEPARATED DUE TO TORSIONAL OVERSTRESS IN THE NORMAL DIRECTION OF ROTATION. THE DRIVESHAFT HAD ACCUMULATED 887 TOTAL HOURS SINCE IT WAS INSTALLED NEW IN JUNE 1992. THE HELICOPTER HAD BEEN SUBJECTED TO AN OVERSPEED AND TWO GROUND DAMAGE OCCURRENCES TO THE TAIL STABILIZERS IN THE LAST 150 FLIGHT HOURS.
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: rotorcraft: helicopter
- Flight time: 200 hours in all; 199 in this make and model; 35 in the last 90 days; 16 in the last 30 days; 135 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,884 hours
- Last inspection: 100-hour inspection, April 28, 1994; 60 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:00 pm from SFD, 3 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.