Robinson Helicopter R22 BETA accident near West Palm Beach, Florida, July 10, 2011
On July 10, 2011 at about 1:10 pm local time, a Robinson Helicopter R22 BETA, registered N10786, was substantially damaged in an accident during initial climb near West Palm Beach, Florida (Palm Beach International 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
Separation of the auxiliary fuel tank cap, which entered the tail rotor system. Contributing to the accident was the lack of a fuel tank cap restraint.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2011 · about 1:10 pm local time
- Place
- West Palm Beach, Florida · Palm Beach International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson Helicopter R22 BETA · all R22 BETAs on the register
- Registration
- N10786 · no longer on the register · serial 2267
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb, about 200 feet above the ground, the helicopter's auxiliary fuel tank cap separated and entered the tail rotor system. The tail rotor became unbalanced and partially separated. The pilot subsequently entered an autorotation as the horizontal and vertical stabilizers also separated, and the helicopter landed hard. The auxiliary fuel tank cap was not serviced prior to the accident flight and the pilot reported that he checked the security of the auxiliary and main fuel tank caps during preflight inspection. The separated fuel cap was recovered and did not contain a restraining chain and gasket. The main fuel tank cap remained secured throughout the accident sequence and examination of that cap revealed that it did contain a gasket but not a chain. The helicopter manufacturer ceased installing restraining chains about 18 years prior to the accident; however, the accident helicopter was produced about 10 months before that and should have left the factory with fuel tank cap restraining chains. Review of the helicopter's maintenance records did not reveal any instance of the fuel cap restraining chains being removed in the field. Additionally, the investigation could not determine if the auxiliary fuel tank cap gasket was absent prior to the accident flight or separated during impact with the tail rotor.
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
- Part(s) separation from AC during initial climb defining event
- Sys/Comp malf/fail (non-power) during initial climb
- Autorotation Hard landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel storage › Design
- factor Organizational issues › Development › Design › Equipment design › Manufacturer
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 300 hours in all; 250 in this make and model; 60 in the last 90 days; 30 in the last 30 days; 260 as pilot in command; 50 on instruments
- Last flight review: May 8, 2011
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 200 hours in all; 12 in this make and model; 12 in the last 90 days; 12 in the last 30 days; 160 as pilot in command; 0 on instruments
- Last flight review: May 2, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,427 hours
- Last inspection: annual inspection, June 24, 2011; 70 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Ocean Helicopters Inc
The flight
- Departed from: PBI West Palm Beach FL at 12:40 pm
- Destination: PBI West Palm Beach FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,000 ft
- Temperature: 84°F (29°C), dew point 79°F (26°C)
- Altimeter: 30.04 inHg
- Observation at 12:53 pm from PBI
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.
Other NTSB records under N10786 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.