Robinson R-22 BETA accident near Akron, Ohio, September 10, 1995
On September 10, 1995 at about 9:50 pm local time, a Robinson R-22 BETA (helicopter), registered N22BX, was destroyed in an accident near Akron, Ohio (Akron-Fulton Intl airport). 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
the pilot's failure to maintain control of the rotor RPM, and his improper remedial action, which resulted in the rotor stalling. A contributing factor was the pilot's lack of recent experience in helicopters, and his lack of total experience in make and model.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1995 · about 9:50 pm local time
- Place
- Akron, Ohio · Akron-Fulton Intl · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 BETA · all R-22 BETAs on the register
- Registration
- N22BX · registry record · serial 1050
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had not logged any helicopter experience during the past 4-1/2 years. He purchased the helicopter and obtained the mandatory awareness training, with 10 hours of dual flight instruction required by SFAR 73; however, his instructors recommended he receive additional training before flying his helicopter. Eight days later, the helicopter was observed at 200 feet during takeoff, when it began to 'wobble.' The helicopter entered a spin and crashed on the airport. Examination of the wreckage revealed no pre-impact failure of the helicopter's systems or drive train. When placed on a test stand, the engine ran within normal limits. The pilot had 417 hours of total flight time in helicopters, of which 13 hours were in make and model. Segments of the awareness training presented to the pilot included low RPM rotor stall, and energy management and rotor RPM decay. This was the third hour logged on the helicopter since the pilot purchased it.
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: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,575 hours in all; 13 in this make and model; 37 in the last 90 days; 14 in the last 30 days; 2,511 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,831 hours
- Last inspection: 100-hour inspection, June 28, 1995; 49 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: CAK Canton OH at 9:35 pm
- Destination: AKR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 10:20 pm from CAK, 7 miles away
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.