Brantly B-2B accident near Archer, Florida, February 11, 2001
On February 11, 2001 at about 8:09 pm local time, a Brantly B-2B (helicopter), registered N2166U, was destroyed in an accident near Archer, Florida (Flying Ten Airport). It was an instructional 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 flight crew's loss of control for undermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2001 · about 8:09 pm local time
- Place
- Archer, Florida · Flying Ten Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Brantly B-2B · all B-2Bs on the register
- Registration
- N2166U · no longer on the register · serial 328
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness said he heard the "usual engine pop" occur about 5 or 6 times as the main rotor increased speed, and shortly after, the helicopter lifted off and rose to an altitude of about 5 or 6 feet. He again heard a loud "pop", like a loud backfire, or the bang of metal hitting metal, and saw the helicopter rock to the left, right, and left again, i.e. from side to side, and the nose pitched down. The helicopter then rolled to the left again, and one of the main rotor blades struck the concrete helipad, breaking a blade. The helicopter then descended, and impacted the concrete helipad on the left side. The rotor blades continued to rotate, and repetitively struck the ground, throwing debris over a wide area and the cockpit area subsequently erupted into flames. Postcrash examination of the helicopter revealed that the damage to the tail boom, as well as the tail and main rotor systems were consistent with overload. The tailboom separated at the aft edge of the horizontal stabilizer's location, and the tail rotor drive shaft was bent forward of the 90-degree gearbox, at the tailcone attach point. The examination revealed no evidence of preaccident anomalies with the engine or transmission. Control continuity was not established due to fire damage. Cyclic pitch control and collective push pull tubes from each respective bellcranks had melted with only molten aluminum deposits remaining under the hardware on the end of each bellcrank. Push/pull tubes from the antitorque pedals, which connect to a bellcrank and subsequently to dual cables which run the length of the empennage had extensive fire damage, and the lateral push rod had separated at both ends. The vertical push rod was separated at the lower attach end aft of the tailcone attach point. The student pilot/owner's wife, as well as witnesses stated that the student had transported the helicopter to the accident location via trailer to obtain flight instruction from the PIC. FAA records indicated that the PIC did not possess a current flight instructor certificate, and had last been issued a flight instructor certificate in on March 25, 1985 which had expired on March 31, 1987. Information from the PIC's logbook showed that he last received a biennial flight review on January 19, 1999.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,900 hours in all
- Last flight review: January 19, 1999
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
Dual student
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
Dual student
- Flight time: 2 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Last inspection: annual inspection, May 9, 2000
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Textron Lycoming IVO-360-A1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 0J8 Archer FL at 8:09 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 020° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 55°F (13°C)
- Altimeter: 30.20 inHg
- Observation at 7:53 pm from GNV, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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 N2166U 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.