Robinson R-22B accident near Harpswell, Maine, July 11, 2000
On July 11, 2000 at about 2:05 pm local time, a Robinson R-22B (helicopter), registered N2365S, was substantially damaged in an accident near Harpswell, Maine. It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's improper in-flight decision to maneuver at a low airspeed with a left-quartering tailwind which resulted in a loss of tailrotor effectiveness.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2000 · about 2:05 pm local time
- Place
- Harpswell, Maine
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22B · all R-22Bs on the register
- Registration
- N2365S · registry record · serial 0527
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was traveling forward in a Robinson R22B at an airspeed of 10 to 20 knots, and an altitude of 230 feet above the ground, with a 15 to 21 knot left-quartering tailwind. The helicopter began to rotate to the right. After three rotations the pilot was unable to recover, and the helicopter impacted terrain. FAA Advisory Circular (AC) 90-95 stated that loss of tailrotor effectiveness (LTE) was a critical, low-speed aerodynamic flight characteristic which could result in an uncommanded rapid yaw rate, and loss of aircraft control. It also stated that all single main rotor helicopters were susceptible to loss of tail rotor effectiveness (LTE). The AC advised pilots that when maneuvering between hover and 30 knots to avoid: left crosswinds, tailwinds, and high power settings at low airspeeds.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,000 hours in all
- Medical certificate: Class 2 (expired)
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HO-320 (piston); 0 hours total
The flight
- Departed from: NONE South Harpswell ME at 1:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 15 knots, gusting 21
- Visibility: 7 statute miles
- Sky: scat at 3,000 ft
- Temperature: 70°F (21°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 pm from NHZ, 7 miles away
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC00LA191.