Agusta A119 accident near Cody, Wyoming, November 6, 2007
On November 6, 2007 at about 8:15 pm local time, a Agusta A119 (helicopter), registered CGNSR, was substantially damaged in an accident near Cody, Wyoming. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power while on approach for undetermined reasons. Contributing to this accident was the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 2007 · about 8:15 pm local time
- Place
- Cody, Wyoming · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A119
- Registration
- CGNSR · no longer on the register · serial 14018
- 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 was landing on top of an 11,900-foot mountain to allow his passengers to "stretch their legs." The approach was "normal" into a headwind of less than 10 knots. Indicated airspeed was 45 knots and main rotor rpm was 70 percent. The low rotor rpm warning horn sounded and he lowered the collective in an attempt to regain rotor rpm. As the helicopter descended from approximately 50 feet, he increased the collective to cushion the landing. The helicopter hit the mountain, spreading and fracturing both forward and aft skids. The engine was later functionally tested. Minor NF (power turbine speed) and NG (compressor turbine, or gas generator, speed) instability in MEC (mechanical mode) and EEC (engine electronic control) modes were noted. According to the engine manufacturer, this would point to the pressure regulator in the fuel control unit (FCU). Engine behavior and power response (slow and rapid acceleration and deceleration inputs) to CLP (collective pitch) inputs were within acceptable limits. The BOV (bleed off valve) closing point was also within limits. The FCU was tested and revealed indications of wear in the pressure regulator, which was reflected in the NF and NG instability. Analysis indicated that this instability would not have been detected by the pilot and would not have prevented the engine from achieving full rated power. According to the nearest weather reporting facility (elevation 5,102 feet msl) AWOS (Automated Weather Observation Station) 1255 observation, the temperature was 8 degrees Celsius (C.), and the altimeter setting was 30.12 inches of Mercury (Hg). The density altitude at the weather facility was computed to be 5,222 feet msl, and the estimated density altitude at the accident site was approximately 13,000 feet msl.
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: rotorcraft: helicopter
- Flight time: 5,273 hours in all; 220 in this make and model; 64 in the last 90 days; 4 in the last 30 days; 5,042 as pilot in command
- Last flight review: February 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,018 hours
- Last inspection: continuous airworthiness programme, November 1, 2007
- Maximum gross weight: 5,997 lb
- Seats: 8
- Landing gear: fixed
- Engine: Pratt & Whitney Canada PT6B-37A (turboshaft); 0 hours total
The flight
- Departed from: HLN Helena MT at 7:00 pm
- Destination: RIV Riverton WY
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 34°F (1°C)
- Altimeter: 30.12 inHg
- Observation at 7:55 pm from COD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 3 |
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.