Agusta A109E accident near Dallas, Texas, September 4, 2003
On September 4, 2003, a Agusta A109E (helicopter), registered N143CF, was substantially damaged in an accident near Dallas, Texas. It was a positioning flight under general aviation rules (Part 91). 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 reported loss of engine power for undetermined reasons. A contributing factor was the failure to maintain clearance with the safety fence during the aborted takeoff, which resulted in a dynamic rollover of the helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2003
- Place
- Dallas, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A109E · all A109Es on the register
- Registration
- N143CF · no longer on the register · serial 11142
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During departure from a rooftop helipad, the pilot reported the helicopter sustained a loss of engine power and he aborted the takeoff. During the aborted takeoff, a main landing gear struck a safety fence, the main rotor blades contacted the helipad, the helicopter rolled over and came to rest on the helipad. According to the pilot and medical crew, the engine start-up and before takeoff checks were normal. While in a 3 to 4-foot hover above the helipad, the pilot verified the engine and systems prior to departure. As the helicopter transitioned over the edge of the rooftop, the engine warning horn sounded and warning and caution lights illuminated. The medical crew reported the engine and rotor noise suddenly decreased, and noticed a slight drop in altitude. After the helicopter came to rest, the engines were still running at an unknown power level, and the pilot and medical crew shutdown the engines. No anomalies were noted during the functional tests and examinations of the engines and helicopter systems. The reason for the reported loss of engine power was not determined.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,000 hours in all
- Last flight review: March 10, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 683.3 hours
- Last inspection: approved inspection programme, September 3, 2003; 0.8 hours since
- Maximum gross weight: 6,283 lb
- Seats: 5
- Landing gear: retractable
- Engine: Pratt & Whitney Canada P & W 206C (turboshaft); 0 hours total
The flight
- Departed from: Dallas TX at 7:51 pm
- Destination: Crowley TX
Weather at the time
- Light: dusk
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,000 ft; scat at 6,000 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.01 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.