Robinson R22 Beta accident near St. George, Utah, May 19, 2005
On May 19, 2005 at about 9:41 pm local time, a Robinson R22 Beta (helicopter), registered N983KC, was substantially damaged in an accident near St. George, Utah (St George Municipal airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper autorotation. A contributing factor was the flight instructor's inadequate supervision of the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 2005 · about 9:41 pm local time
- Place
- St. George, Utah · St George Municipal · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R22 Beta · all R22 Betas on the register
- Registration
- N983KC · no longer on the register · serial 2811
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor said the student entered the autorotation and completed a 180-degree turn at an altitude of approximately 250 feet agl. There was a noticeable lateral vibration of the airframe and a rapid increase in descent rate. The instructor took control, advanced the throttle, and noticed that the rotor and engine rpm needles were "joined" just below 100 percent rpm. He said he did not understand why the helicopter had a descent rate greater than 1,500 feet per minute when the engine was at full power and rotor rpm was at 100 per cent rpm. Neither pilot heard the LOW ROTOR RPM warning. The instructor attempted to flare but there was insufficient time, and the helicopter impacted terrain and rolled over. Post-accident examination revealed no mechanical anomalies. There were dust devils in the area after the accident occurred.
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: 1,686 hours in all; 282 in the last 90 days; 91 in the last 30 days; 1,619 as pilot in command; 1,341 on instruments
- Last flight review: November 1, 2003
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 133 hours in all; 68 in the last 90 days; 15 in the last 30 days; 84 as pilot in command; 0 on instruments
- Last flight review: February 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,566.7 hours
- Last inspection: 100-hour inspection, April 1, 2005; 60.4 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 0-360-J2A (piston); 0 hours total
The flight
- Departed from: SGU St. George UT at 9:00 pm
- Destination: SGU
- Flight plan: none
- Runway 16, 6,606 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 39°F (4°C)
- Altimeter: 29.92 inHg
- Observation at 9:55 pm from SGU, 8 miles away
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.
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.