Agusta A109C accident near West Chicago, Illinois, January 29, 2003
On January 29, 2003 at about 2:53 am local time, a Agusta A109C (helicopter), registered N109MX, was destroyed in an accident near West Chicago, Illinois (Dupage Airport). It was a positioning flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the helicopter while maneuvering, resulting in the excessive descent rate and impact with terrain. Factors to the accident included the dark night, low ceiling and reduced visibility at the time of the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2003 · about 2:53 am local time
- Place
- West Chicago, Illinois · Dupage Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A109C · all A109Cs on the register
- Registration
- N109MX · no longer on the register · serial 7604
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was destroyed when it impacted terrain about 2.0 nautical miles (nm) south of the departure airport during a positioning flight. Night marginal visual flight rules (MVFR) conditions prevailed with reduced visibilities and low clouds. After refueling the helicopter, the pilot requested to depart to the south in order to "status check a couple pieces of equipment" and then return to the heliplex located on the southeast perimeter of the airport. Aircraft radar track data showed the helicopter traveling south about 1.7 nm before turning to the south-southwest. While traveling to the south, the helicopter climbed to about 500 feet above ground level (agl) while accelerating from 95 knots to about 125 knots airspeed. The helicopter then entered an 18 second period where the climb rate increased from 500 feet/min to 2,000 feet/min and the helicopter reached a maximum altitude of about 1,000 feet agl. The helicopter decelerated from 125 to 100 knots airspeed during this climb. Based on the last two radar returns, the helicopter descended about 200 feet which resulted in a 1,350 feet/min descent rate. Further examination of the data showed the helicopter decelerating from 85 to 35 knots airspeed during the descent. The last radar return was at 800 feet agl and 425 feet east of the initial ground impact. The pilot was appropriately certificated to fly the helicopter and was employed as a pilot for an on-demand air ambulance service. The pilot was working his final shift as an employee with the company when the accident occurred. All primary airframe structural components, flight control systems, rotor systems, transmissions, and powerplant components were recovered at the accident site. Inspection of the recovered components did not exhibit any evidence of pre-impact malfunction. A review of the daily usage logs for the helicopter failed to reveal any unresolved maintenance discrepancies. The pilot who flew the helicopter prior to the accident flight did not report any malfunctions with the helicopter. A fuel sample was obtained from the source used to service the helicopter prior to the accident flight. The fuel sample was tested and met or exceeded the specifications for Aviation Turbine Fuel (Jet-A).
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 12,000 hours in all; 184 in this make and model; 22 in the last 90 days; 10 in the last 30 days; 11,200 as pilot in command
- Last flight review: July 25, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 2,994.3 hours
- Last inspection: continuous airworthiness programme, January 10, 2003; 18.3 hours since
- Maximum gross weight: 5,997 lb
- Seats: 8
- Landing gear: retractable
- Engine: Allison 250-C20R/1 (turboshaft); 0 hours total
- Fire on the ground
- Operator: Air Angels, Inc.
The flight
- Departed from: DPA West Chicago IL at 2:51 am
- Destination: DPA West Chicago IL
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 340° at 8 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 1,400 ft; scat at 700 ft
- Temperature: 28°F (-2°C), dew point 27°F (-3°C)
- Altimeter: 30.05 inHg
- Observation at 2:53 am from DPA, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.