Robinson Helicopter R44 accident near Clearwater, Florida, September 27, 2011
On September 27, 2011 at about 8:15 pm local time, a Robinson Helicopter R44, registered N982DH, was substantially damaged in an accident during takeoff near Clearwater, Florida (St. Petersburg-Clearwater Intl airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The certified flight instructor's delayed remedial action, which resulted in a loss of control and subsequent rollover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2011 · about 8:15 pm local time
- Place
- Clearwater, Florida · St. Petersburg-Clearwater Intl · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R44 · all R44s on the register
- Registration
- N982DH · no longer on the register · serial 0982
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) stated that she had relocated the helicopter from a dolly to the taxiway in order for the student to conduct the takeoff from the taxiway. The student pilot took control of the helicopter and lifted the collective, and the helicopter began to roll to the right. The CFI stated that she lowered the collective and applied left cyclic, but the helicopter continued to roll to the right. The helicopter came to rest on its right side and sustained substantial damage to the tailboom. The CFI reported there were no mechanical malfunctions or anomalies 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
- Roll over during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,762 hours in all; 288 in this make and model; 100 in the last 90 days; 28 in the last 30 days; 1,683 as pilot in command; 1,134 on instruments
- Last flight review: December 6, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Dual student
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 700 hours in all
- Last flight review: June 8, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,876 hours
- Last inspection: annual inspection, September 24, 2010
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0-540 SERIES (piston); 0 hours total
The flight
- Departed from: PIE Clearwater FL at 8:15 pm
- Destination: PIE Clearwater FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,400 ft
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 29.90 inHg
- Observation at 7:53 pm from PIE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.