Agusta A109E accident near Fort Worth, Texas, January 19, 2006
On January 19, 2006 at about 9:15 pm local time, a Agusta A109E (helicopter), registered N142CF, was substantially damaged in an accident near Fort Worth, Texas (Ft Worth International Airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent encounter with ground resonance which resulted in the destruction of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 19, 2006 · about 9:15 pm local time
- Place
- Fort Worth, Texas · Ft Worth International Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A109E · all A109Es on the register
- Registration
- N142CF · registry record · serial 11141
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 6,500-hour commercial helicopter rated pilot inadvertently encountered ground resonance while ground taxiing. The pilot performed a normal startup and prepared for ground taxi. He moved the helicopter forward and then started the helicopter in a 90-degree ground taxi turn at 30-degree intervals. He pushed on the toe brakes to stop the helicopter to give right of way to an aircraft taxiing down the taxiway. At this time the helicopter started to shake and bounce. Before the pilot could get the aircraft shutdown, the aircraft executed an uncommanded 90-degree turn to the left. The helicopter's main rotors and transmission assembly separated from the airframe. The wind at the time of the accident was reported to be from 170 degrees at 17 knots, gusting to 23 knots.
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: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,500 hours in all; 250 in this make and model; 40 in the last 90 days; 15 in the last 30 days; 5,500 as pilot in command
- Last flight review: October 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,766 hours
- Last inspection: approved inspection programme, January 1, 2006
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Pratt & Whitney PW-206C (turboshaft); 0 hours total
- Engine 2: Pratt & Whitney PW-206C (turboshaft); 0 hours total
The flight
- Departed from: KFTW Fort Worth TX
- Destination: KGPM Grand Prairie TX
Weather at the time
- Light: daylight
- Wind: from 170° at 17 knots, gusting 23
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 45°F (7°C)
- Altimeter: 29.87 inHg
- Observation at 8:53 pm from KFTW
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.
Other NTSB records under N142CF the same tail number, which may have belonged to a different aircraft at the time
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.