Agustawestland Spa AW109SP accident near Kamas, Utah, October 8, 2024
On October 8, 2024 at about 10:30 am local time, a 2013 Agustawestland Spa AW109SP (helicopter), registered N631HC, was substantially damaged in an accident during landing near Kamas, Utah. It was a business flight under charter and air-taxi rules (Part 135). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s exceedance of the helicopter’s available power while landing in a confined area, which resulted in a loss of tail rotor effectiveness and a hard landing.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2024 · about 10:30 am local time · cases in 2024
- Place
- Kamas, Utah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Agustawestland Spa AW109SP, built 2013 · all AW109SPs on the register
- Registration
- N631HC · registry record · serial 22312
- Damage
- Substantial damage
- Flight
- Business flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the helicopter reported that he mistakenly added more fuel than was required to complete a mountainous terrain, confined area landing at an elevation of 10,276 ft msl. During his approach to the landing area, the helicopter descended below the tree line preventing a go-around. As the helicopter descended, the pilot increased collective to add power, but he observed a high torque indication of 111% and he felt the “sluggish” performance of the helicopter. The tail rotor effectiveness diminished, an uncommanded right yaw ensued, and the helicopter landed hard, which resulted in substantial damage to the lower fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the powered glider that would have precluded normal operation.
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
What happened, in order
- Loss of tail rotor effectiveness during landing
- Hard landing during landing defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Landing gear collapse during landing
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Capability exceeded
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Yaw control › Capability exceeded
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Contributed to outcome
- Environmental issues › Physical environment › Terrain › High elevation › Effect on operation
Pilot
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,127 hours in all; 170 in this make and model; 37 in the last 90 days; 14 in the last 30 days; 5,000 as pilot in command
- Last flight review: April 14, 2024
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Other crew
- Seat: left
- Injury: no injuries
Other crew
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,230.7 hours
- Last inspection: continuous airworthiness programme, September 29, 2024
- Maximum gross weight: 7,000 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Pratt & Whitney PW207C (turboshaft); 3,247 hours total
- Engine 2: Pratt & Whitney PW207C (turboshaft); 3,247 hours total
- Operator: Ihc Health Services INC
The flight
- Departed from: UT06 Logan UT at 9:55 am
Weather at the time
- Light: night
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 27°F (-3°C)
- Altimeter: 30.28 inHg
- Observation at 4:53 am from KEVW, 26 miles away
Weather report (METAR): METAR KEVW 081053Z AUTO 17005KT 10SM CLR 10/M03 A3028 RMK AO2 SLP170 T01001028=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 2 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on April 8, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Memorandum Complete 6120 Narrative | PDF, 3 pages | View Download |
| 3 | Photograph | PDF, 1 page · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N631HC on the register today · the tail number may have moved to another aircraft since
- Agustawestland Spa AW109 6 registered today · the model family and its accident history
- Agustawestland Spa 13 aircraft on the register
- Engine: Pratt & Whitney PW207C 50 aircraft carry this series today · as the NTSB recorded it
- Engine: Pratt & Whitney PW207C 50 aircraft carry this series today · as the NTSB recorded it
- Logan Regional Hospital Heliport · departed from
- Accidents and incidents in Utah 1,440 since 1982 · 263 in the last ten years
- Utah 8,354 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR25LA006.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.