Robinson R22 accident near Islip, New York, August 5, 2001
On August 5, 2001 at about 8:55 pm local time, a Robinson R22 (helicopter), registered N4066G, was substantially damaged in an accident near Islip, New York (Long Island Mac Arthur airport). It was an instructional 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 flight instructor's delayed remedial action during a practice autorotation. Factors included the flight instructor's overconfidence in the pilot receiving instruction, and that pilot's improper recovery from a practice autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 5, 2001 · about 8:55 pm local time
- Place
- Islip, New York · Long Island Mac Arthur · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N4066G · no longer on the register · serial 1505
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private helicopter pilot under instruction was practicing autorotations. He completed 10 straight-in autorotations, followed by 5, 180-degree autorotations. During the last autorotation, the flight instructor noted that as the helicopter was approaching the ground, its nose was too low, so he took the controls and tried to level it. He was able to bleed off some of the vertical and forward airspeed; however, the left skid touched down and dug into the turf, and the helicopter tumbled forward and came to rest on its side. The pilot receiving instruction had 1,540 helicopter flight hours, with 7 hours in type. The flight instructor stated that although he was on or near the controls at all times, he had been confident in the other pilot's ability "to keep it safe." He also noted that the change of the helicopter’s nose attitude changed rapidly for the worse, and that he had little time to take over and complete a safe landing.
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
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,050 hours in all; 930 in this make and model; 70 in the last 90 days; 70 in the last 30 days; 955 as pilot in command; 670 on instruments
- Last flight review: February 16, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: foreign licence, private
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,540 hours in all; 7 in this make and model; 7 in the last 90 days; 7 in the last 30 days; 393 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,892 hours
- Last inspection: 100-hour inspection, July 29, 2001; 30 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming OH-320 (piston); 0 hours total
The flight
- Departed from: ISP Islip NY
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; clear
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.12 inHg
- Observation at 8:56 pm from ISP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N4066G the same tail number, which may have belonged to a different aircraft at the time
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.