Agusta A109A II accident near Baring, Washington, January 20, 2002
On January 20, 2002 at about 3:50 pm local time, a Agusta A109A II (helicopter), registered N55NW, was substantially damaged in an accident near Baring, Washington. It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured.
The NTSB's probable cause their words, unchanged
The sequential non-mechanical total loss of power in both engines 1 and 2 for undetermined reasons and the pilot's failure to maintain adequate rotor RPM to prevent a hard landing. Contributing factors were the tripped "RPM WARN" circuit breaker which disabled the engine failure and low rotor warning lights and aural warnings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 20, 2002 · about 3:50 pm local time
- Place
- Baring, Washington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- not recorded
- Aircraft
- Agusta A109A II · all A109A IIs on the register
- Registration
- N55NW · registry record · serial 7267
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot aborted his mission due to snow, rain and foggy conditions and the aircraft remained overnight in an open field. The following morning the pilot departed to return to his base and shortly after takeoff he radioed that he had lost power in the #1 engine. He returned to the departure site and about 200-300 feet above ground lost power in the #2 engine. The rotorcraft pitched nose down and landed hard. A witness reported a mix of rain-snow, freezing temperatures and low ceilings at the time of the accident. Post-crash examination of the aircraft revealed no mechanical malfunctions. A laboratory examination of fuel from several sources within the rotorcraft as well as both airframe fuel filters revealed no significant anomalies. Both engines were test run at the manufacturer's facility with no indication of any mechanical problem and the #2 fuel control unit was flow checked and examined. The RPM WARN CB was observed to be tripped at the accident site and tests demonstrated that with this CB out, the engine failure and low rotor RPM lights and horns were inoperative. The engine DEICE locking toggle switches (engine anti-ice system switches) were observed in the off position at the accident site. The Flight Manual contained no Height-Velocity Diagram for a two-engine inoperative 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
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,400 hours in all; 6,900 as pilot in command
- Last flight review: April 23, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 6,466.3 hours
- Last inspection: approved inspection programme, December 28, 2001; 24 hours since
- Maximum gross weight: 5,730 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Rolls-Royce(Allison) 250-C20B (turboshaft); 0 hours total
- Engine 2: Rolls-Royce(Allison) 250-C20B (turboshaft); 0 hours total
- Operator: Cj Systems Aviation Group
The flight
- Departed from: Baring WA at 3:45 pm
- Destination: AWO Arlington WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 0.2 statute miles
- Sky: vv at 100 ft; not recorded
- Temperature: 30°F (-1°C), dew point 30°F (-1°C)
- Altimeter: 29.54 inHg
- Observation at 3:46 pm from KSMP, 30 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.
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.