Robinson R22 Beta accident near Chelsea, Michigan, April 13, 2006
On April 13, 2006 at about 7:30 pm local time, a Robinson R22 Beta (helicopter), registered N887BC, was substantially damaged in an accident near Chelsea, Michigan. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight inspection of the helicopter that failed to discover water in the fuel, resulting in a loss of engine power while maneuvering, and an in-flight collision with trees and terrain. Factors associated with the accident were inadequate fuel storage, and the low altitude of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2006 · about 7:30 pm local time
- Place
- Chelsea, Michigan · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N887BC · registry record · serial 3331
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A private pilot was operating the helicopter as a local personal flight when it collided with trees and terrain during a forced landing. Witnesses related that the helicopter appeared to lose power, as if it ran out of gas, and that it came down fast, toward a road. The helicopter subsequently struck trees and terrain. An on-scene inspection disclosed no evidence of any preimpact mechanical anomalies with either the flight controls or engine. Fuel samples were collected from the helicopter's carburetor and fuel tanks. Analysis disclosed water in the carburetor fuel, but none in the fuel tanks. A fuel sample was also taken from the pilot's storage tank at his residence, which was under a building without rain gutters. The fuel from the storage tank had a layer of water and sediment. Detailed analysis of the water and sediment found in the carburetor fuel indicated that the contamination was consistent with run-off from a building's roof. The helicopter's engine was provided fresh fuel and operated successfully. During the investigation, an aviation mechanic related that about two weeks before the accident, the pilot had lost one of the helicopter's fuel caps, and had obtained a replacement cap.
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: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 350 hours in all; 152 in this make and model
- Last flight review: August 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 689.3 hours
- Last inspection: annual inspection, August 1, 2005; 46.4 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: Chelsea MI at 7:15 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 14 knots
- Visibility: 10 statute miles
- Sky: scat at 8,000 ft
- Temperature: 73°F (23°C), dew point 45°F (7°C)
- Altimeter: 30.02 inHg
- Observation at 6:53 pm from ARB, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.