# NTSB CEN26LA027: Robinson Helicopter R22, N74583, Springfield, MO, October 21, 2025 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: October 21, 2025, 11:08 local (16:08 UTC) - Place: Springfield, MO - Coordinates: 37.22076, -93.247713 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.2208&lon=-93.2477&mi=10 - Phase of flight: [Emergency descent](https://openairdocs.org/ntsb-phases/600) (OpenAirDocs' grouping) - Defining event: [Autorotation: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report August 20, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA Kansas City FSDO - ADs cited in the narratives: [AD 95-26-04](https://openairdocs.org/ad/95-26-04) (OpenAirDocs) - NTSB case key (mKey): 201908 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN26LA027 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201908/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=201908 - Page: https://openairdocs.org/ntsb/CEN26LA027 ## Probable cause The pilot’s failure to maintain directional control and the flight instructor’s lack of proper remedial action during the practice autorotation that resulted in the helicopter impacting terrain. Contributing to the accident was the presence of the gusting wind condition and the presence of speed shear. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Instructor/check pilot (probable cause) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Student/instructed pilot (probable cause) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause) - [Wind: windshear](https://openairdocs.org/ntsb-findings/03034020): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause) - [Attention/monitoring: task monitoring/vigilance](https://openairdocs.org/ntsb-findings/02021520): Personnel issues › Psychological · Instructor/check pilot (probable cause) - [Attention/monitoring: task monitoring/vigilance](https://openairdocs.org/ntsb-findings/02021520): Personnel issues › Psychological · Student/instructed pilot (probable cause) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Instructor/check pilot (probable cause) - [Attention/monitoring: monitoring other person](https://openairdocs.org/ntsb-findings/02021535): Personnel issues › Psychological · Instructor/check pilot (probable cause) ## Analysis Prior to the training flight, the flight instructor received an official weather briefing from a commercial source, and the terminal area forecast reported for high winds later in the day. The flight instructor and the pilot receiving instruction were practicing autorotations in the helicopter at the airport. During the last autorotation, after the entry and the engine power at idle, the flight instructor told the pilot to “steer” multiple times and he even gave the cyclic a “nudge.” The helicopter was oriented to about a 240° heading while drifting past the runway centerline to the south. The helicopter was drifting to the left and the flight instructor reported the pilot was unable to turn the helicopter to the right. The helicopter continued to travel to the south beyond airport property toward a public sports complex. The flight instructor initiated a flare. The helicopter impacted a grass field upright near trees in the public sports complex, and it came to rest on its left side. The helicopter sustained substantial damage to the fuselage, the main rotor system, the tail cone, the empennage, and the tail rotor system. The flight instructor was unsure if there was a flight control malfunction and he thought that if there was a flight control malfunction, initiating a power recovery during the autorotation might exacerbate a malfunction. While the flight instructor decided to use a 300 ft agl decision check altitude for the autorotations, a power recovery was not initiated. Postaccident examination of the airframe confirmed flight control continuity. Near the time of the accident and landing to runway 29, the wind originated from 310°, with a wind speed of 11 kts, and gusting to 21 kts. A review of meteorological data found some speed shear in the lowest 2,000 ft agl of about 15 kts above average surface magnitudes near the airport for a period near the accident time. It is likely that during the practice autorotation, the pilot did not compensate for the gusting wind condition and the speed shear, and the flight instructor did not execute a timely remedial action with initiating a power recovery, which resulted in the helicopter impacting terrain. ## Factual narrative On October 21, 2025, about 1108 central daylight time, a Robinson Helicopter Company (RHC) R22 Beta II helicopter, N74583, sustained substantial damage when it was involved in an accident near Springfield, Missouri. The flight instructor and the pilot receiving instruction both sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The flight instructor had originally scheduled a cross-country training flight with the pilot receiving instruction, who was working towards obtaining his commercial pilot certificate. Prior to the flight, they obtained an official weather briefing from ForeFlight, and the terminal area forecast reported for high winds later in the day, so they elected to cancel the cross-country training flight. Instead, they decided to perform training maneuvers at the Downtown Airport (3DW), Springfield, Missouri, so they could discontinue the flight if the winds approached their limitations. The flight instructor did not complete a flight risk assessment tool, nor was he required to; however, he did discuss the terminal area forecast data with the owner of the flight training academy. They decided to utilize the limitations listed in the RHC R22 Pilot’s Operating Handbook and FAA-Approved Rotorcraft Flight Manual (from FAA Airworthiness Directive 95-26-04): 1. Flight when surface winds exceed 25 kts, including gusts, is prohibited. 2. Flight when surface wind gust spreads exceed 15 kts is prohibited. 3. Continued flight in moderate, severe, or extreme turbulence is prohibited. After the completion of the first training session, they refueled the helicopter and checked the wind conditions. During the second training session, they began practicing autorotations from 1,000 ft agl to runway 29, including utilizing 30° and 60° entries. The flight instructor decided to use 300 ft agl as the decision check altitude for the autorotations. After four 30° and 60° entry autorotations were successfully performed, they decided to proceed with four 90° entry autorotations. During the last autorotation, after the entry and the engine power at idle, the flight instructor told the pilot to “steer” multiple times and he even gave the cyclic a “nudge.” The helicopter was oriented to about a 240° heading while drifting past the runway centerline to the south. The helicopter was drifting to the left and the flight instructor reported the pilot was unable to turn the helicopter to the right. The helicopter continued to travel to the south beyond airport property toward a public sports complex. The flight instructor initiated a flare. The helicopter impacted a grass field upright near trees in the public sports complex, and it came to rest on its left side. The owner of the flight training academy reported that the flight instructor was unsure if there was a flight control malfunction and he thought that if there was a flight control malfunction, initiating a power recovery duringthe autorotation might exacerbate the malfunction. The helicopter sustained substantial damage to the fuselage, the main rotor system, the tail cone, the empennage, and the tail rotor system. The flight controls are actuated through push-pull tubes and bell cranks; the helicopter is not equipped with a hydraulic system. Postaccident examination of the airframe confirmed flight control continuity. The closest meteorological reporting station to 3DW is the Springfield-Branson National Airport (SGF), Springfield, Missouri. SGF is about 7.90 miles to the northwest of 3DW. The following meteorological data was obtained from the automated surface observing system at SGF: At 0852, the wind originated from 290°, with a wind speed of 10 kts, and no gusts reported. At 0952, the wind originated from 300°, with a wind speed of 9 kts, and gusting to 17 kts. At 1052, the wind originated from 310°, with a wind speed of 11 kts, and gusting to 21 kts. At 1152, the wind originated from 290°, with a wind speed of 14 kts, and gusting to 26 kts. At 1252, the wind originated from 290°, with a wind speed of 20 kts, and gusting to 31 kts. A review of meteorological data found some speed shear in the lowest 2,000 ft agl of about 15 kts above average surface magnitudes near 3DW for a time near the accident time. There were no signs of directional shear found. RHC has published Safety Notice SN-32 High Winds or Turbulence in July 2025. This document discusses flight operations in high winds or turbulence and states in part: Flying in high winds or turbulence should be avoided. A pilot’s improper application of control inputs in response to turbulence or high winds can lead to a loss of control and/or create a dangerous low-g condition. The pilot must be aware of conditions that can be associated with turbulence, including convective activity, strong surface winds over terrain of varying elevation, mountain waves, and strong inversions. ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Autorotation: Other weather encounter](https://openairdocs.org/ntsb-events/400) - [Autorotation: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event) - [Autorotation: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470) - [Post-impact: Evacuation](https://openairdocs.org/ntsb-events/460) ## Aircraft - Registration: [N74583](https://openairdocs.org/aircraft/N74583), registered now, S/N 3923, built 2005 (OpenAirDocs) - Reported make and model: ROBINSON HELICOPTER R22 (BETA II) - Registry model: [Robinson Helicopter R22 BETA](https://openairdocs.org/model/robinson-helicopter-r22-beta) (registry code 7640110) (OpenAirDocs) - Registry engine: [Lycoming O-360 series](https://openairdocs.org/engine/lycoming-o-360-series) (registry code 41575, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 3923 - Year built: 2005 - Airframe hours: 6855.8 - Engines: Lycoming Engines O-360-J2A 145 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: So Fly Flight Training Academy, LLC, doing business as So Fly Flight Training Academy, LLC - Registered owner: Mile High Carpet Rides, LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 3, 2025, 41.2 hours before - Departed: 3DW, Springfield, MO - Destination: 3DW, Springfield, MO - Airport: 3DW, Downtown, runway 11/29, 4,037 × 50 ft, asphalt - Equipment: ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: serious; commercial, flight instructor, remote; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane, helicopter; medical: class 1, with waivers/limitations; last flight review March 23, 2025; seat: left; restraint: 3-point; flight hours: 906 total, 293 in this make and model, 704 as pilot in command, 178 in the last 90 days, 52 in the last 30 days, 2 in the last 24 hours - Pilot; age 31; injuries: serious; private, remote, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review September 11, 2025; seat: right; restraint: 3-point; flight hours: 4,583 total, 62 in this make and model, 4,404 as pilot in command, 95 in the last 90 days, 35 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 11 knots, gusting 21 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 36 °F - Altimeter: 30.12 inHg - Observed at: KSGF, 7 nm away - METAR: KSGF 211552Z AUTO 31011G21KT 10SM CLR 16/02 A3012 RMK AO2 SLP197 T01560022 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20251021021669A](https://openairdocs.org/incident/20251021021669A), Oct 21, 2025: Robinson Helicopter R22 BETA, Springfield, MO, Destroyed. On October 21, 2025, about 1108 central daylight time, a [privacy data omitted] R22 beta ii helicopter sustained substantial damage when it was involved in an… ## Docket (15 files) The files NTSB released with the investigation on August 20, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=201908. 34.2 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19804110&FileExtension=pdf&FileName=CEN26LA027%20NTSB%20Form%206120_1_Redacted-Rel.pdf - Investigation photographs (item 2, PDF, 5 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19824180&FileExtension=pdf&FileName=Investigation%20Photographs-Rel.pdf - Flight instructor - statement (item 3, PDF, 2 pages, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747730&FileExtension=pdf&FileName=Flight%20Instructor%20Statement_Redacted-Rel.pdf - Pilot - statement (item 4, PDF, 2 pages, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747825&FileExtension=pdf&FileName=Pilot%20Statement_Redacted-Rel.pdf - Accident flight video footage (.mov file) (item 5, MOV, 9.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747294&FileExtension=MOV&FileName=Accident%20Flight%20Video%20Footage-Rel.MOV - Owner - additional questions (item 6, PDF, 2 pages, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747284&FileExtension=pdf&FileName=Owner%20-%20Additional%20Questions_Redacted-Rel.pdf - Accident flight ADS-B data - google earth pro (.kmz file) (item 7, KMZ, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747118&FileExtension=kmz&FileName=20251021_AA08A9_604384979-Rel.kmz - Accident flight ADS-B data - microsoft excel (.xlsx file) (item 8, XLSX, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19746731&FileExtension=xlsx&FileName=20251021_AA08A9_604384979_ADSB-Rel.xlsx - Federal aviation administration - helicopter examination report (item 9, PDF, 2 pages, 312 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747274&FileExtension=pdf&FileName=CEN26LA027%20FAA%20Examination%20Report_Redacted-Rel.pdf - Recent airframe and engine maintenance records (item 10, PDF, 2 pages, 14.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747720&FileExtension=pdf&FileName=Recent%20Maintenance%20Records_Redacted-Rel.pdf - Weight and balance documents (item 11, PDF, 3 pages, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19746869&FileExtension=pdf&FileName=Weight%20and%20Balance%20Documents_Redacted-Rel.pdf - Accident flight meteorological information (item 12, PDF, 2 pages, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747220&FileExtension=pdf&FileName=CEN26LA027%20-%20Meteorological%20Information_Redacted-Rel.pdf - Robinson helicopter company - POH and rfm excerpt (item 13, PDF, 1 page, 304 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19747264&FileExtension=pdf&FileName=RHC%20POH%20RFM-Rel.pdf - Robinson helicopter company - safety notice SN-32 high winds or turbulence (item 14, PDF, 1 page, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19746571&FileExtension=pdf&FileName=RHC%20SN-32-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 15, PDF, 2 pages, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19804100&FileExtension=pdf&FileName=CEN26LA027%20Retention-Release-of-Wreckage-Form_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.