Robinson R22 accident near Park City, Utah, December 19, 2004
On December 19, 2004 at about 11:20 pm local time, a Robinson R22 (helicopter), registered N993RW, was substantially damaged in an accident near Park City, Utah (Na airport). It was an instructional 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 student pilot's failure to maintain aircraft control, and the instructor's inadequate supervision by her failure to assure adequate rotor rpm was maintained.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 2004 · about 11:20 pm local time
- Place
- Park City, Utah · Na · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 · all R22s on the register
- Registration
- N993RW · no longer on the register · serial 3507
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor, the student was setting up an approach near the reservoir. The approach angle was too steep, so the student discontinued the approach. The instructor stated that during the second approach, approximately 20 feet above the ground, the helicopter began to yaw to the right. She stated that she took control of the helicopter as it yawed approximately 180 degrees around. She established a stabilized hover and at this time, the "low rotor horn and light came on." The instructor stated that she "lowered the collective and rolled on the throttle to try and get the horn off and the rpms back up." She stated that the rpm never dropped below 95 percent. Subsequently, the helicopter "dropped straight down and hit the ground level" causing substantial damage.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: helicopter; rotorcraft: helicopter
- Flight time: 255 hours in all; 255 in this make and model; 44 in the last 90 days; 21 in the last 30 days; 138 as pilot in command; 1 on instruments
- Last flight review: December 14, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 44 hours in all; 44 in this make and model; 21 in the last 90 days; 7 in the last 30 days; 2 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,192 hours
- Last inspection: annual inspection, November 30, 2004; 84 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-J2A (piston); 0 hours total
The flight
- Departed from: PVU Provo UT at 10:35 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 28°F (-2°C), dew point 25°F (-4°C)
- Altimeter: 30.28 inHg
- Observation at 10:35 pm from PVU
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 N993RW 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.