Robinson R-22 accident near Seattle, Washington, February 15, 1999
On February 15, 1999 at about 6:00 pm local time, a Robinson R-22 (helicopter), registered N8362Q, was substantially damaged in an accident near Seattle, Washington (Boeing Field/King County). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The dual student's improper touchdown while drifting during a practice autorotation. Contributing to the accident was the flight instructor (CFI) inadequate remedial action.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 1999 · about 6:00 pm local time
- Place
- Seattle, Washington · Boeing Field/King County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N8362Q · no longer on the register · serial 2774
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an interview and subsequent written statement, the flight instructor reported that for the first time in the training program, the student was practicing hovering autorotations. The flight instructor stated that he demonstrated approximately three of the maneuvers. During the fourth maneuver, both he and the student were on the controls. The flight instructor stated that he slowly rolled off the throttle and the helicopter started to drift to the left and descend. The left landing skid caught the grass and the helicopter began to roll to the left. The flight instructor stated that before he could recover, the helicopter rolled over onto its side. No evidence was found to indicate a mechanical failure or malfunction.
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: 1,789 hours in all; 1,550 in this make and model; 90 in the last 90 days; 35 in the last 30 days; 1,740 as pilot in command; 500 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 683 hours
- Last inspection: 100-hour inspection, December 14, 1998; 79 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
- Operator: Classic Helicopter CORP.
The flight
- Departed from: BFI at 4:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; not recorded
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from BFI
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 N8362Q 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.