Robinson R22B accident near Boise, Idaho, May 16, 1997
On May 16, 1997 at about 9:00 pm local time, a Robinson R22B (helicopter), registered N2328W, was substantially damaged in an accident near Boise, Idaho (Boise Air Terminal airport). It was a flight of an unrecorded kind 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
improper handling of the helicopter by the student pilot/applicant, during a hover autorotation, which resulted in loss of tail rotor effectiveness. The check pilot's inadequate remedial action was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1997 · about 9:00 pm local time
- Place
- Boise, Idaho · Boise Air Terminal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22B · all R22Bs on the register
- Registration
- N2328W · no longer on the register · serial 2129
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot was on a checkride for a private pilot certificate with an FAA operations inspector acting as a check pilot. The check pilot stated that he had asked the student to demonstrate a hovering autorotation. Their procedures were discussed before starting the maneuver. The check pilot noted that the student stated that on the count of three, he would start the maneuver by rolling the throttle off first. The check pilot stated that as he was adjusting himself on the seat, at the count of one, the applicant rolled the throttle partially off, induced right pedal as hard as he could and pulled on the collective as quickly as he could. The check pilot noted that during the maneuver, the engine returned to full power because of the corrolator. The helicopter then climbed to approximately 15 feet and started to spin. The check pilot said that by then, he was on the controls and was asking the applicant to let go. He stated that the student pilot froze on the controls during the maneuver and refused to let go. After approximately eight or nine spins, he was unable to maintain control of the helicopter, with the applicant still at the controls at the time of the crash.
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: student
- Flight time: 74 hours in all; 73 in this make and model; 74 in the last 90 days; 23 in the last 30 days; 29 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 954 hours
- Last inspection: 100-hour inspection, April 3, 1997; 82 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: BOI at 8:20 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.