Robinson R-22 accident near Islip, New York, April 20, 2002
On April 20, 2002 at about 6:44 pm local time, a Robinson R-22 (helicopter), registered N8414H, 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). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructors failure to maintain aircraft control during a wind gust. A factor in the accident was a sudden gust of wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 20, 2002 · about 6:44 pm local time
- Place
- Islip, New York · Long Island Mac Arthur · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N8414H · no longer on the register · serial 0355
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While hovering into the wind at 5 to 10 feet agl, the instructor felt a gust of wind push the helicopter to the left and down. The helicopter impacted the ground, rolled onto its left side, and slid several feet before coming to a stop. The instructor was in the left seat and making approximately 70 percent of the control inputs at the time of the accident. The instructor reported he experience no preimpact failures or malfunctions with the helicopter. Examination of the helicopter also revealed no preimpact failures or malfunctions. A weather observation taken at the airport about 12 minutes after the accident recorded the weather as wind 280 degrees at 8 knots, visibility 10 miles, light rain, and thunderstorms in the vicinity of the airport.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 340 hours in all; 320 in this make and model; 73 in the last 90 days; 57 in the last 30 days; 260 as pilot in command; 55 on instruments
- Last flight review: March 16, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
Dual student
- Flight time: 5 hours in all
- Medical certificate: None
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,084.1 hours
- Last inspection: 100-hour inspection, April 3, 2002; 22.7 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 4:15 pm
- Destination: ISP
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft
- Temperature: 57°F (14°C), dew point 54°F (12°C)
- Altimeter: 29.86 inHg
- Observation at 6:56 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.
Other NTSB records under N8414H 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.