Helicopteres Guimbal CABRI G2 accident near Beaumont, Texas, July 28, 2017
On July 28, 2017 at about 8:32 pm local time, a 2016 Helicopteres Guimbal CABRI G2, registered N722TX, was substantially damaged in an accident during maneuvering (low-alt flying) near Beaumont, Texas (Beaumont Muni airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The flight instructor's low-altitude maneuvering, which exceeded the helicopter's performance capability in the high-density altitude conditions and resulted in a loss of control.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2017 · about 8:32 pm local time
- Place
- Beaumont, Texas · Beaumont Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Helicopteres Guimbal CABRI G2, built 2016 · all CABRI G2s on the register
- Registration
- N722TX · no longer on the register · serial 1171
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot was practicing basic hovering skills under the supervision of the flight instructor. Due to the high air temperature and minimal airflow over the engine, the engine oil temperature had increased beyond the approved limits. The flight instructor decided to fly a low-altitude circuit along the perimeter of the airport to increase the airflow and cool the engine. The low-altitude circuit was performed at an altitude of about 100 ft above ground level and at a speed of about 60 knots. About halfway around the circuit, the oil temperature had returned to normal, and all other engine indications were normal at that time. However, during the turn at the southwest corner of the airport, which was about three-quarters of the way around the circuit, the helicopter began to lose altitude and would not respond to the flight instructor's control inputs. The flight instructor was unable to regain control, and the helicopter subsequently impacted the ground. Postaccident examination of the helicopter did not reveal any anomalies consistent with a preimpact failure or malfunction. In addition, the flight instructor stated that there were no issues with the helicopter before the accident. Impact marks showed that the main rotor blades struck the ground before the landing skids, which was consistent with a bank angle of at least 40° at the time of the accident. According to information that the helicopter manufacturer provided, the engine power and helicopter performance required to maintain altitude while maneuvering exceeded the power and performance available with the elevated density altitude conditions at the time of the accident flight, which resulted in a loss of altitude and an impact with the ground.
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
What happened, in order
- Loss of control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Instructor/check pilot
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › (general) › Capability exceeded
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on operation
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 715 hours in all; 452 in this make and model; 40 in the last 90 days; 20 in the last 30 days; 653 as pilot in command; 250 on instruments
- Last flight review: November 8, 2015
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Dual student
- Certificate: student
- Flight time: 3 hours in all; 3 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 0 as pilot in command
- Medical certificate: None
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 159.9 hours
- Last inspection: continuous airworthiness programme, July 1, 2017; 9 hours since
- Maximum gross weight: 1,543 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 160 hours total
The flight
- Departed from: BMT Beaumont TX at 8:00 pm
- Destination: BMT Beaumont TX
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,800 ft
- Temperature: 95°F (35°C), dew point 72°F (22°C)
- Altimeter: 29.89 inHg
- Observation at 8:53 pm from BPT, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN17LA290.