Yakovlev YAK-52 accident near Boynton Beach, Florida, February 2, 1996
On February 2, 1996 at about 10:15 pm local time, a Yakovlev YAK-52, registered N77YK, was destroyed in an accident near Boynton Beach, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Pilot impairment of judgment and performance due to alcohol, his resultant improper planning/decision, and his failure to maintain sufficient altitude above the terrain while performing an aerobatic maneuver. Factors relating to the accident were: the pilot's lack of experience in the make and model of airplane, and his lack of experience in the type of operation (aerobatic flight).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 1996 · about 10:15 pm local time
- Place
- Boynton Beach, Florida · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Yakovlev YAK-52 · all YAK-52s on the register
- Registration
- N77YK · registry record · serial 822604
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness stated that the airplane was observed on a low pass down the runway at about 900 to 1,000 feet. The pilot then made three barrel rolls and lost altitude on all three rolls. The pilot remained in a closed traffic pattern and made a second pass down the runway at about 100 to 200 feet. The airplane was observed to enter a pull-up and a barrel roll to the left. According to information from witness reports, when the airplane was at the 90-degree point, it entered a descent and crashed into the ground. Examination of the airplane revealed no evidence of a precrash failure or malfunction. The pilot had limited experience performing aerobatic flight, and he had only about 6 hours of flight time in this make and model of airplane. A colleague observed that when the pilot performed barrel roll maneuvers on previous flights, the airplane was 'dishing out and losing . . . altitude on a regular basis.' The colleague said that he had 'informed' the pilot that he should obtain some dual instruction. A toxicology test of the pilot's blood showed an alcohol level of 0.10%.
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 engineer, private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 8,000 hours in all; 6 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,844 lb
- Seats: 2
- Landing gear: retractable
- Engine: Voronezh M-14P (piston); 0 hours total
The flight
- Departed from: 1X4 at 9:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 2,300 ft
- Temperature: 77°F (25°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.