Robinson R-22 accident near Northport, New York, August 29, 2004
On August 29, 2004 at about 10:02 pm local time, a Robinson R-22 (helicopter), registered N871CL, was substantially damaged in an accident near Northport, New York. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An improper maneuver by the flightcrew while attempting to avoid a kite, which resulted in mast bumping, the separation of the main rotor system, and a subsequent uncontrolled descent into water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 2004 · about 10:02 pm local time
- Place
- Northport, New York · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N871CL · no longer on the register · serial 617
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and the pilot departed on an instructional flight, and about 45 minutes later, witnesses observed the helicopter flying along a beach between 100 and 200 feet agl. One witness reported that the helicopter contacted a kite. Immediately thereafter, witnesses heard a loud "cracking" or "popping" noise, and the main rotor separated. The helicopter subsequently entered an uncontrolled descent and impacted the water. Examination of the main rotor mast fracture surfaces revealed signatures consistent with overload. The cockpit also exhibited damage consistent with main rotor contact. No evidence of any pre-impact mechanical malfunction or failure was noted. According to the pilot's operating handbook for the helicopter, "Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces a low-G (weightless) flight condition..." and "...mast bumping can occur. Severe in-flight mast bumping usually results in main rotor shaft separation and/or rotor blade contact with the fuselage."
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; rotorcraft: helicopter
- Flight time: 332 hours in all; 162 in this make and model; 92 in the last 30 days; 247 as pilot in command; 92 on instruments
- Last flight review: July 1, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 133 hours in all; 133 in this make and model; 10 in the last 30 days; 20 as pilot in command
- Last flight review: October 6, 2002
- Medical certificate: Class 3 (expired)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 4,262 hours
- Last inspection: 100-hour inspection, August 1, 2004
- 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
- Destination: ISP
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,200 ft
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 29.96 inHg
- Observation at 10:06 pm from FRG, 12 miles away
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.
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.