Robinson R-22 accident near Islip, New York, March 10, 2001
On March 10, 2001 at about 10:00 pm local time, a Robinson R-22 (helicopter), registered N9077F, was substantially damaged in an accident near Islip, New York (Mac Arthur airport). It was an instructional 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
The certified flight instructor’s inadequate supervision and delayed remedial action, which resulted in a roll-over. Factors in this accident were the crosswind condition and soft landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2001 · about 10:00 pm local time
- Place
- Islip, New York · Mac Arthur · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N9077F · no longer on the register · serial 0269
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) and student pilot were practicing auto-rotations from a hover. According to the CFI, after the student pilot rolled off the throttle, he immediately raised the collective, instead of letting the helicopter settle. The helicopter also began to yaw to the left and the wind was 17 to 21 knots, blowing from right to left. The student pilot then made an abrupt input to the cyclic control and the left skid contacted the ground. He also applied "full up collective a little too early." The CFI said that the helicopter's left skid dug into the soft ground, and it began to roll over. He further stated, "When I realized the helicopter was about to pivot over, it was already too late...." The helicopter rolled onto it's left side, and the main and tail rotor blades contacted the ground. The CFI reported he had accumulated approximately 900 flight hours in helicopters, of which, about 800 hours were in the R-22. Winds reported at the airport, about the time of the accident, were from 290 degrees at 11 knots, with 19 knot gusts.
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
- Flight time: 965 hours in all; 800 in this make and model; 100 in the last 90 days; 35 in the last 30 days; 915 as pilot in command; 620 on instruments
- Last flight review: February 16, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 8,503 hours
- Last inspection: 100-hour inspection, February 16, 2001; 40 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
- Operator: Helicopter Flight Training, Inc.
The flight
- Departed from: ISP Islip NY at 9:00 pm
- Destination: ISP Islip NY
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 11 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 25°F (-4°C)
- Altimeter: 29.87 inHg
- Observation at 9:56 pm from ISP
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.