Robinson Helicopter Company R22 accident near Indian Key, Florida, November 28, 2009
On November 28, 2009 at about 7:30 pm local time, a Robinson Helicopter Company R22, registered N324GS, was substantially damaged in an accident during standing (engine(s) operating) near Indian Key, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to secure the collective control prior to departing the helicopter, which resulted in an unmanned departure and subsequent crash of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 2009 · about 7:30 pm local time
- Place
- Indian Key, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter Company R22
- Registration
- N324GS · registry record · serial 3307
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he landed in order to examine his helicopter due to the intermittent illumination of a warning light. After landing, he reduced the throttle to "70 percent," exited the helicopter, and began a visual inspection as the helicopter continued to run. During the inspection, the helicopter initiated a takeoff, which the pilot could not arrest from outside the cockpit. The helicopter climbed to approximately 150 feet altitude and flew about 1,800 feet before it descended and collided with water. The pilot was seriously injured during the takeoff, and the helicopter was substantially damaged during collision with the water. The pilot stated that he failed to secure the collective control, and added, "There was nothing wrong with the helicopter."
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 on ground during standing (engine(s) operating) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Aircraft › Aircraft handling/service › Parking/securing › (general) › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 23,000 hours in all; 350 in this make and model
- Last flight review: May 14, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Injury: serious injuries
The aircraft
- Airframe total time: 261 hours
- Last inspection: annual inspection, March 7, 2009; 20 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 SERIES (piston); 0 hours total
- Operator: G & S Helicopters INC
The flight
- Departed from: Islamorada FL at 7:00 pm
- Destination: Islamorada FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.03 inHg
- Observation at 7:53 pm from MTH, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.