Taylorcraft BC12-65 accident near Roosevelt, Utah, July 9, 2005
On July 9, 2005 at about 10:30 pm local time, a Taylorcraft BC12-65, registered N36044, was substantially damaged in an accident near Roosevelt, Utah (Roosevelt Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain control of the aircraft during landing. A factor contributing to the accident was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2005 · about 10:30 pm local time
- Place
- Roosevelt, Utah · Roosevelt Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft BC12-65 · all BC12-65s on the register
- Registration
- N36044 · registry record · serial 3011
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he listened to the local weather observation and noted uncharacteristic northerly winds of 10 knots, gusting to 17 knots at his time of arrival. He said he then performed a crosswind landing on runway 25 (6,500 feet by 75 feet, dry asphalt). After approximately a 20 foot ground roll, a gust of wind lifted the aircraft off the runway and pivoted it left (counterclockwise). The airplane then touched down off the side of the runway, impacted a rock, and nosed down. The pilot exited the aircraft and pushed it back upright to stop fuel from leaking. An examination of the airplane showed no anomalies. At 1653, the wind conditions at Vernal, Utah (VEL), located 26 nautical miles east of the accident site, were 240 degrees at 8 knots. The wind conditions 33 minutes prior to the accident were 190 degrees at 13 knots, gusting 16 knots. The crosswind component at that time was calculated as 11 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: single-engine land
- Flight time: 450 hours in all; 40 in this make and model; 38 in the last 90 days; 19 in the last 30 days; 390 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,500 hours
- Last inspection: annual inspection, September 1, 2004; 20 hours since
- Maximum gross weight: 1,280 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: 36U Heber City UT at 9:30 pm
- Destination: 74V Roosevelt UT
- Flight plan: none
- Runway 25, 6,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 32°F (0°C)
- Altimeter: 29.92 inHg
- Observation at 10:53 pm from KVEL, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.