Brantly B 2B accident near Midland, Michigan, October 1, 2017
On October 1, 2017 at about 6:47 pm local time, a 1965 Brantly B 2B (helicopter), registered N2284U, was substantially damaged in an accident during maneuvering near Midland, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the helicopter, which resulted in a loss of tail rotor effectiveness, and his failure to promptly initiate the proper recovery technique, which resulted in a descent that could not be arrested before impacting the terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2017 · about 6:47 pm local time
- Place
- Midland, Michigan · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Brantly B 2B B, built 1965 · all B 2Bs on the register
- Registration
- N2284U · registry record · serial 454
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was conducting a local flight in the helicopter with a passenger. After departing from an open field, the pilot flew along the perimeter of the field, and the passenger recalled that about halfway around the perimeter of the field, the helicopter began descending, slowly at first and then more rapidly. According to the passenger, the rotor speed increased, but the helicopter continued to descend. Ground-based video footage revealed that before it began descending, the helicopter was moving forward slowly when it yawed about 270° to the right. As it neared the ground, the helicopter again yawed to the right, completing nearly a 360° turn either immediately before or just after it contacted the ground. The helicopter came to rest on its left side. The engine continued to run after the helicopter came to rest, and the passenger shut it off. Airframe and engine examinations did not reveal evidence of any anomalies consistent with a pre-impact failure or malfunction. Surface wind conditions recorded at nearby airports were light and variable. Federal Aviation Administration publications regarding a loss of tail rotor effectiveness (LTE) state that in the event of a sudden, unanticipated right yaw, a pilot should apply full left pedal, simultaneously move the cyclic control forward to increase airspeed, and if altitude permits, reduce engine power. Factors that contribute to LTE are a high-power setting, which induces considerable main rotor downwash and more turbulence relative to a low power setting, and a slow forward speed, which may create variations in airflow around the tail rotor. The video footage showing a right yaw followed by a descent suggests that the pilot encountered LTE, which resulted in the 270° right yaw before the pilot was able to regain control. The additional power required by the tail rotor during the recovery reduced the power available to the main rotor and resulted in a descent that could not be arrested with the engine power available. It appeared that the pilot did not attempt to increase airspeed during the recovery, which reduced his ability to avoid impacting 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 tail rotor effectiveness during maneuvering defining event
- Loss of control in flight during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 469.3 hours in all; 16.7 in this make and model; 10.6 in the last 90 days; 3.9 in the last 30 days; 335.8 as pilot in command
- Last flight review: December 9, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 2,074.4 hours
- Last inspection: annual inspection, October 1, 2016; 16 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IVO-360-A1A (piston); 1,582 hours total
The flight
- Departed from: N/A Midland MI at 6:46 pm
- Destination: N/A Midland MI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 34°F (1°C)
- Altimeter: 30.27 inHg
- Observation at 6:53 pm from IKW, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N2284U 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.