Robinson R-22 ALPHA accident near Huntsville, Alabama, December 25, 1984
On December 25, 1984 at about 10:05 pm local time, a Robinson R-22 ALPHA (helicopter), registered N8475K, was destroyed in an accident near Huntsville, Alabama. It was a personal 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 25, 1984 · about 10:05 pm local time
- Place
- Huntsville, Alabama · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 ALPHA · all R-22 ALPHAs on the register
- Registration
- N8475K · no longer on the register · serial 391
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A POPPING SOUND THEN A LOUD NOISE AND A PUFF OF SMOKE PRECEDED THE HELICOPTER'S FALL TO THE GROUND, STATED A 12 YEAR OLD BOY WHO SAID HE SAW THE ACCIDENT. EXAMINATION OF THE HELICOPTER FAILED TO DISCLOSE ANY TRACE OF FIRE. HOWEVER ONE MAIN ROTOR BLADE CONTACTED THE LEFT FRONT OF THE COCKPIT AND WRAPPED AROUND UNDER THE HELICOPTER. THE WRECKAGE WAS SCATTERED OVER AN AREA 300 X 700 FT. THE PASSENGER HAD ABOUT 65 HOURS OF FLIGHT BUT NO CERTIFICATE AND NO KNOWN HELICOPTER TIME. THE PIC HAD PREVIOUSLY HAD HIS COMMERCIAL ASEL CERTIFICATE REVOKED FOR GIVING FLIGHT INSTRUCTION IN A SMALL AIRPLANE WITHOUT HAVING A CFI RATING. THE PIC HAD REAPPLIED FOR AND HAD BEEN REISSUED HIS COMMERCIAL CERTIFICATE. HE HAD SINCE UPGRADED HIS CERTIFICATE TO AN ATP FOR AMEL, COMMERCIAL FOR ASEL, ASES, AMES AND HELICOPTER. HE ALSO HAD A CFI RATING FOR ASMEL BUT NOT FOR HELICOPTER. HIS FLT EXPERIENCE COULD NOT BE ACCURATELY DETERMINED BECAUSE OF CONFLICTING DATA IN AIRMAN RECORDS AND PILOT LOGS.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,774 hours
- Last inspection: 100-hour inspection, November 9, 1984; 71 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320-B2C (piston); 0 hours total
The flight
- Departed from: DCU Decatur AL at 7:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from HSY, 16 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.
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.