Agusta A109-E accident near Robbinsdale, Minnesota, November 8, 2005
On November 8, 2005 at about 2:58 pm local time, a Agusta A109-E (helicopter), registered N30NM, was substantially damaged in an accident near Robbinsdale, Minnesota (North Memorial Heliport airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of lift for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 8, 2005 · about 2:58 pm local time
- Place
- Robbinsdale, Minnesota · North Memorial Heliport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A109-E · all A109-Es on the register
- Registration
- N30NM · registry record · serial 11065
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter sustained substantial damage during an aborted takeoff from a helicopter-landing pad. The pilot stated that he started the helicopter and "performed a full run-up of both engines and all systems." He reported, "Both engine FADEC [Full-Authority Digital Engine Control] Power Management Switches (PMS) were verified as being in the 'Flight' position, the collective-mounted 100 percent/102 percent switch was in the '102' position, and the number 1 Electronic Display Unit (EDU) showed three vertical yellow lines representing the rpm of both engines as being at 102 percent and that the rotor rpm (Nr) was co-joined with them." He reported that he pulled the helicopter into a five-foot hover. After about 30 seconds of normal hovering flight, the pilot heard a "bang." The pilot reported that the helicopter started to settle vertically downwards, and that he glanced at the number 1 Electronic Display Unit and saw "multiple caution and warning lights." He reported that the aircraft was oscillating laterally as it settled, and that there was a rapid loss of rotor rpm. He used the collective pitch lever to cushion the landing with the remaining rotor rpm. He reported, "As soon as the left main wheel gently touched down the aircraft went into a violent lateral oscillation which was clearly ground resonance. This resonant oscillation increased in severity even though I had the collective pitch lever in the full down position." The left main landing gear collapsed and the helicopter settled onto its left sponson. The tail rotor blades contacted the ground. The helicopter continued to oscillate laterally and the nose of the helicopter swung to the left following main rotor rotation. The pilot shut down both engines and the main rotor blades coasted to a stop. The on-site examination revealed that the damage to the helicopter was consistent with ground resonance. Both engines were run on an engine test stand and no anomalies were evident that would preclude normal engine operation. The examination of the non-volatile memory of the engine electronic controls (EEC's) for both engines did not reveal any preexistent anomaly or fault codes associated with the accident flight. The inspection of the flight controls and aircraft systems did not reveal any anomalies associated with a preexisting condition.
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
Crew member
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 14,445 hours in all; 4,000 in this make and model; 35 in the last 90 days; 18 in the last 30 days; 12,465 as pilot in command; 1,180 on instruments
- Last flight review: April 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,444 hours
- Last inspection: approved inspection programme, October 1, 2005; 37 hours since
- Maximum gross weight: 6,283 lb
- Seats: 4
- Landing gear: retractable
- Engine: Pratt & Whitney Canada PW206C (turboshaft); 0 hours total
The flight
- Departed from: MY77 Robbinsdale MN at 2:58 pm
- Destination: MIC Crystal MN
Weather at the time
- Light: daylight
- Wind: from 120° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 30.03 inHg
- Observation at 1:53 pm from MSP, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.