Agusta A109E incident near Augusta, Georgia, July 11, 2008
On July 11, 2008 at about 2:50 pm local time, a Agusta A109E (helicopter), registered N109DU, suffered minor damage in an incident during takeoff near Augusta, Georgia (Doctor'S Hospital 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 lack of available engine power and subsequent loss of rotor rpm due to the pilot’s departing with one engine at idle. Contributing to the incident was a corroded engine control wiring harness.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2008 · about 2:50 pm local time
- Place
- Augusta, Georgia · Doctor'S Hospital Heliport · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Agusta A109E · all A109Es on the register
- Registration
- N109DU · registry record · serial 11503
- Damage
- Minor damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot described ascending to a hover over the helipad, conducting a power check, and determining that the helicopter was "ready for flight." The helicopter departed in a northwesterly direction, climbed to an altitude of about 30 feet, where "both engines lost power." The pilot performed a right pedal turn and maneuvered the helicopter back toward the helipad. The helicopter landed short of the helipad, straddling a fence that separated the pad from an adjacent road. The helicopter's main landing gear sustained minor damage, and the helicopter's skin was punctured in a non-structural area. Data downloaded from the digital engine control units (DECU) revealed that a stepper motor fault on the number 2 engine prevented that engine from accelerating above idle speed, and that the engine remained at idle throughout the accident flight. The data further revealed that the number 1 engine was accelerated to flight, but that the “102%NR” switch was not selected prior to takeoff as required by the flight manual. Neither was the number 2 engine trim switch, nor the number 2 engine power unit actuated by the pilot, which was required to accelerate that engine after the stepper motor fault. The number 2 Digital Engine Control Unit (DECU), the number 2 Hydro-Mechanical Unit (HMU), and the wire harnesses (Control and Monitoring – Regulation) that connected them were tested. The DECU and the HMU both functioned as designed with no faults noted. The regulation wire harness was tested and impedance was detected on pin 3 of the stepper motor plug. The jacket of the harness was removed, which revealed "moist deposits" and corrosion on the metallic ground shield. Removal of the shield revealed more deposits and corrosion, as well as cracked and burned insulation on wire 3. The exposed wire on pin 3 allowed a short circuit to ground which resulted in the stepper motor fault. The helicopter was not equipped with an optional "Engine Out" kit that, if installed, provided the pilot with an “ENGINE OUT” audio signal in case, during the takeoff phase, one or both the engines were in IDLE or in OFF.
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
What happened, in order
- Loss of engine power (partial) during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- factor Aircraft › Aircraft power plant › Engine controls › Eng cntl sys wiring › Fatigue/wear/corrosion
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,400 hours in all; 950 in this make and model; 5,900 as pilot in command
- Last flight review: July 8, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,800 hours
- Last inspection: continuous airworthiness programme, April 17, 2008; 3 hours since
- Maximum gross weight: 6,238 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: Turbomeca Arrius 2K1 (turboshaft); 0 hours total
- Engine 2: Turbomeca Arrius 2K1 (turboshaft); 0 hours total
- Operator: Airmed, Inc.
The flight
- Departed from: 8GA4 Augusta GA at 2:50 pm
- Destination: 6A7 Brevard NC
Weather at the time
- Light: night, dark
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 2,300 ft
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 30.09 inHg
- Observation at 2:53 pm from KAGS, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.