Robinson R-22 accident near Bountiful, Utah, December 9, 2006
On December 9, 2006 at about 6:30 pm local time, a Robinson R-22 (helicopter), registered N611SC, was substantially damaged in an accident near Bountiful, Utah. It was a personal 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 decision to fly up a mountain canyon at low level without knowledge of the wind conditions. Factors associated with the accident are gusty winds, downdrafts, and rough/uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 9, 2006 · about 6:30 pm local time
- Place
- Bountiful, Utah · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Robinson R-22 · all R-22s on the register
- Registration
- N611SC · registry record · serial 3869
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was taking a passenger on a local sight-seeing flight, and flew up a mountain canyon. As he started up the canyon, he encountered a slight wind gust, but decided to continue up the canyon. Eventually, he encountered gusting variable wind conditions and significant downdrafts. He elected to turn around and fly out of the canyon. As soon as he started to turn, the helicopter encountered a strong downdraft, and it began to sink rapidly. The main rotor rpm began to slow, and the pilot increased power and lowered the collective. Although he was able to fly out of this downdraft, the helicopter entered another strong downdraft, and sank toward terrain with its main rotor rpm decreasing. In order to stop the descent, the pilot raised the collective, but the helicopter continued to sink, and the main rotor rpm again began to decay. By that time, the pilot was very close to the terrain, and decided to land instead of trying to fly further in the presence of the strong downdrafts. Although the pilot was able to successfully touch down in an open area, soon after the skids came in contact with the rough, steeply-sloped terrain, the helicopter rolled onto its side.
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: flight instructor, commercial pilot
- Ratings: instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 330 hours in all; 285 in this make and model; 125 in the last 90 days; 30 in the last 30 days; 275 as pilot in command; 125 on instruments
- Last flight review: May 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 674 hours
- Last inspection: approved inspection programme, November 1, 2006; 20 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 j2a (piston); 0 hours total
- Operator: Suncrest Aviation
The flight
- Departed from: KBTF Bountiful UT at 6:10 pm
- Destination: KBTF
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
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.