Augusta 109E accident near Smethport, Pennsylvania, October 8, 2005
On October 8, 2005 at about 3:42 am local time, a Augusta 109E (helicopter), registered N7YL, was destroyed in an accident near Smethport, Pennsylvania (Bradford Regional airport). It was a positioning flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control. Factors in the accident were, night instrument meteorological conditions, pilot workload, and improper air traffic control procedures by the approach controller.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2005 · about 3:42 am local time
- Place
- Smethport, Pennsylvania · Bradford Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Augusta 109E
- Registration
- N7YL · no longer on the register · serial 11502
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-pilot helicopter was flying under instrument flight rules in night instrument meteorological conditions. The controller instructed the pilot to fly heading 340 degrees to intercept the localizer course for an instrument landing system approach. At that time, the helicopter was about 1.5 miles from the localizer centerline, headed 095 degrees, about 150 knots groundspeed. Consequently, the helicopter flew through and ended up well east of the 322-degree localizer course. During the resulting 135-degree turn to rejoin the final approach course, the pilot was issued an approach clearance, but told to "maintain 4,000." The helicopter's track approached the runway centerline, and then turned sharply away from, and to the right of the inbound course. The track showed an approximate heading of 100 degrees, when the radar target disappeared. During the 1 minute and 10 seconds following the pilot's acknowledgement of the 4,000-foot altitude assignment, the helicopter descended only 300 feet, slowed to approximately 65 knots groundspeed, and turned 140 degrees right of course. At the point where the helicopter re-intercepted the localizer, the autopilot was capable of capturing the localizer, but incapable of capturing the glideslope. If altitude hold remained engaged at that point of the flight, and the pilot reduced collective to initiate a descent, the autopilot would adjust pitch in an effort to maintain the selected altitude. Similar scenarios in helicopters and flight simulators have resulted in unusual attitudes and zero airspeed descents to the ground. The pilot had accrued 9,616 total hours of flight experience. He had 100 total hours of instrument flight experience; of which 10 hours was simulated instrument flight experience. Examination of the wreckage revealed no mechanical anomalies. Examination of voice communication tapes revealed that the controller used non-standard approach clearance procedures, did not comply with requirements for weather dissemination, and did not comply with the appropriate intercept angle of 45 degrees for helicopters as prescribed in Federal Aviation Administration orders.
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: 9,616 hours in all; 300 in this make and model; 56 in the last 90 days; 11 in the last 30 days
- Last flight review: June 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 1,905 hours
- Last inspection: approved inspection programme, August 1, 2005; 124 hours since
- Maximum gross weight: 6,283 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Turbomeca Arrius 2K1 (turboshaft); 0 hours total
- Engine 2: Turbomeca Arrius 2K1 (turboshaft); 0 hours total
- Fire on the ground
The flight
- Departed from: PA91 Kane PA at 3:24 am
- Destination: BFD Bradford PA
- Flight plan: IFR
- Runway 32, 6,499 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 010° at 8 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 600 ft
- Temperature: 50°F (10°C), dew point 48°F (9°C)
- Altimeter: 29.86 inHg
- Observation at 4:37 am from BFD, 4 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.
Other NTSB records under N7YL 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.