Robinson R22 Beta accident near St. Thomas, September 4, 2004
On September 4, 2004 at about 2:30 pm local time, a Robinson R22 Beta (helicopter), registered N176FM, was substantially damaged in an accident near St. Thomas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot-in-command to comply with performance data related to the recommended takeoff profile and his failure to perform remedial action following reduced tailrotor effectiveness, resulting in subsequent initiation of an autorotation and ditching.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2004 · about 2:30 pm local time
- Place
- St. Thomas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N176FM · no longer on the register · serial 3304
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the helicopter was parked on a dock at the Crown Bay Marina in a northeasterly heading. After starting the engine, he performed a pedal turn to the right, and brought the helicopter to a 4 foot hover with all engine indications in the green. He commenced a southeasterly takeoff profile into the 10-15 knot wind while maintaining a steadily climb at 30 to 40 knots. When the flight was at approximately 20 foot, the helicopter yawed to the right "sharply." He stopped the climb and was able to correct back to the original heading with left anti-torque pedal input. When the helicopter attained the original heading, it started spinning to the right "uncontrollably." He then entered an autorotation into the water where he and the passenger evacuated the helicopter before it sank approximately 60 yards from the dock. The pilot stated he maintained a southerly heading from the point of hovering to the autorotation and he did not contact any object during the entire flight. Examination of the tail rotor conducted by a Federal Aviation Administration (FAA) inspector revealed that the tailrotor drive shaft was fractured approximately six inches aft of the tailrotor drive shaft damper assembly. NTSB review of pictures provided by FAA revealed both ends of the fracture surfaces of the tailrotor drive shaft exhibited evidence of torsional twisting. The tailrotor blades were found to be fractured approximately 8 inches from the center of rotation. The FAA Rotorcraft Flying Handbook (FAA-H-8083-21) states that unanticipated yaw, also referred to as loss of tail rotor effectiveness (LTE), may occur in all single-rotor helicopters at airspeeds less than 30 knots, and occurs to the right in helicopters with a counter-clockwise rotating main rotor (Robinson 22). It is the result of the tail rotor not providing adequate thrust to maintain directional control. The suggested recovery technique of a sudden unanticipated right yaw is to apply full left pedal while simultaneously moving cyclic control forward to increase speed. As recovery is effected, adjust controls for normal forward flight. Collective pitch reduction aids in arresting the yaw rate but may cause an excessive rate of descent. Any large, rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate and decrease rotor revolution per minute (RPM). NTSB review of the Robinson R22 Beta Pilot's Operating Handbook revealed that the recommended takeoff profile, from a hover, is to maintain 5 feet until reaching 40 knots. This is where a steady climb may be commenced while accelerating to 60 knots.
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: rotorcraft: helicopter
- Flight time: 150 hours in all; 115 in this make and model; 34 in the last 90 days; 22 in the last 30 days; 69 as pilot in command
- Last flight review: July 21, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,640.3 hours
- Last inspection: 100-hour inspection, July 20, 2004; 59.8 hours since
- Maximum gross weight: 1,013 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: St. Thomas at 2:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 15 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 29.98 inHg
- Observation at 2:30 pm from TIST
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.