# NTSB NYC95FA050: Agusta A109C, N1WD, Jackson Twp, PA, January 18, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 18, 1995, 18:05 local (23:05 UTC) - Place: Jackson Twp, PA - Coordinates: 40.340599, -76.419906 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.3406&lon=-76.4199&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report July 31, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 38848 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC95FA050 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38848/pdf - Page: https://openairdocs.org/ntsb/NYC95FA050 ## Probable cause THE PILOT'S IMPROPER IN-FLIGHT PLANNING/DECISION AND FAILURE TO MAINTAIN CONTROL OF THE AIRPLANE AFTER BECOMING SPATIALLY DISORIENTED. FACTORS RELATED TO THE ACCIDENT WERE: DARKNESS AND THE ADVERSE WEATHER CONDITIONS. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - light condition - dark night (contributing factor) - weather condition - low ceiling (contributing factor) - weather condition - drizzle/mist (contributing factor) - weather condition - fog (contributing factor) - in-flight planning/decision - improper, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) - spatial disorientation, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled ## Analysis DURING AN IFR FLIGHT, THE HELICOPTER PILOT WAS PROCEEDING TOWARD THE DESTINATION WITH USE OF HIS LORAN. HE WAS CLEARED FOR A VOR/DME ALPHA APPROACH TO AN AIRPORT 3 MILES WEST OF THE DESTINATION HELIPAD. (PRESUMABLY, HE PLANNED TO PROCEED VFR FROM THE AIRPORT TO THE HELIPAD.) THE APPROACH CONTROLLER OBSERVED (ON RADAR) WHAT APPEARED TO BE A NORMAL APPROACH UNTIL CONTACT WAS LOST AT 700 FEET MSL. A WITNESS MID-WAY BETWEEN THE AIRPORT AND THE HELIPAD OBSERVED THE HELICOPTER WEST BOUND AT ABOUT 150 FEET. A WITNESS NEAR THE AIRPORT REPORTED THE HELICOPTER CIRCLED HIS HOUSE; HE THEN LOST SIGHT OF THE HELICOPTER WHEN IT FLEW NORTHWEST AT 200 FEET INTO THE CLOUDS. ANOTHER WITNESS ABOUT A MILE NORTHWEST OF THE AIRPORT HEARD THE HELICOPTER FLY OVERHEAD IN THE CLOUDS. BOTH WITNESSES REPORTED THE HELICOPTER DESCENDED OUT OF THE CLOUDS IN A STEEP DESCENT AND IMPACTED THE TERRAIN. EXAMINATION REVEALED THAT BOTH ENGINES WERE OPERATING; NO PREIMPACT AIRFRAME FAILURE WAS NOTED. THE WEATHER AT NEARBY AIRPORTS WAS REPORTED AS 600 FEET OBSCURED WITH DRIZZLE AND FOG. WITNESSES ESTIMATED THE CEILING AT THE ACCIDENT SITE TO BE 200 TO 400 FEET. ## Factual narrative HISTORY OF FLIGHT On January 18, 1995, about 1805 eastern standard time, an Agusta A109C, N1WD, owned by Leffler Transportation Company and piloted by Charles E. Baird, was destroyed when it impacted in an open field near the Deck Airport, Jackson Township, Pennsylvania. The pilot and both company employee passengers were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight conducted under 14 CFR Part 91. The flight originated from a company helipad (PS96) in Richland, Pennsylvania, about 1300. The first destination was a helipad located 1 1/2 miles west of Williamsport, Pennsylvania, to pick-up company personnel. During this IFR flight, N1WD was given a clearance direct to the Picture Rocks Radio Beacon (PIX) to conduct the ILS approach to the Williamsport-Lycoming Airport (IPT). According to Air Traffic Control records, N1WD turned away from PIX during the approach, and the pilot complained of a bad signal from the radio beacon. A vector was provided back towards PIX by the New York Air Route Traffic Control Center (ARTCC), and N1WD resumed it's own navigation. At 1333, N1WD flew over PIX and began the instrument procedure turn. New York ARTCC terminated radar services and instructed N1WD to contact the IPT tower. Five minutes later, N1WD reported crossing PIX inbound to New York ARTCC, and was told again to contact IPT tower. The pilot contacted the tower and continued the approach without further incident. At the completion of the approach, the helicopter proceeded to a helipad, west of IPT. The Williamsport Automated Flight Service Station (AFSS) received a telephone call from the pilot of N1WD, at 1613. The pilot filed an IFR flight plan for a return flight from IPT to PS96, and received an update on the current weather conditions at the Reading, Lancaster, and Harrisburg-Olmstead Airports. The IPT tower received a radio call, at 1707, from the pilot of N1WD. He stated that he was at a helipad 1 1/2 miles west of IPT, and was ready to depart under VFR conditions. The pilot stated that he would obtain his IFR clearance directly from New York ARTCC by radio when airborne. At 1709, N1WD contacted New York ARTCC and requested an IFR clearance. When the New York controller asked if he could climb to 4,000 feet under VFR conditions, the pilot advised ARTCC that 1,800 feet was the highest he could climb. The New York controller then informed N1WD that he could not issue an IFR clearance, and the pilot stated he would return to IPT to "pick it up." After returning to IPT, N1WD received an IFR clearance from the tower and departed, at 1727. The pilot contacted New York ARTCC and was cleared to 6,000 feet. New York established radar contact with N1WD and issued a frequency change to Harrisburg (MDT) Approach Control. After initial contact with N1WD, the Harrisburg (MDT) controller asked what his on course heading was to his "landing site." The pilot replied with "on course is about...150 I guess," and further stated that he was currently flying a heading of 180 degrees. The controller then inquired if N1WD was navigating direct to the "site" via Loran navigation. The pilot stated, "Ah yes Sir, and ah if we could go direct down to Ravine [VOR], we'll take that, and ah we could try the Deck approach." The MDT controller transmitted, at 1745:29, "Ok, one whiskey delta, understand you want to do the approach to Deck--ah proceed direct Ravine, plan the VOR approach to the Deck Airport, altimeter three zero two zero." The reply from N1WD was, "Three zero two seven, direct Ravine, one whiskey delta." After a frequency change to another MDT controller, the pilot was issued a clearance for the VOR/DME Alpha approach to the Deck airport. The pilot reported, at 1756:44, "One whiskey delta's VOR inbound." The MDT controller stated, at 1756:47, "Copter one whiskey delta, roger radar service terminated, frequency change to advisory approved forward your cancellation via the telephone as soon as feasible after landing." At 1756:54, N1WD replied, "One whiskey delta." This was the last transmission received from N1WD. In a written statement, the MDT Controller said, "...The aircraft was approximately 3 NM northwest of 9D4, on the approach course. Over the next few minutes I observed what appeared to be normal completion of that approach. Target went into coast track at some altitude below about 700 feet MSL, at which point radar contact was lost..." A set of parallel railroad tracks ran east and west near 9D4. The Leffler Helipad (PS96) was located about 3 miles east of the airport, along the railroad tracks. A witness, midway between the airport and PS96, reported seeing a helicopter, about 1750, proceeding west along the railroad tracks at approximately 150 feet above ground level. The helicopter circled the witness's barn once, then proceeded west along the railroad tracks at a high rate of speed. The witness estimated the cloud base to be about 400 feet. About 1800, a witness, approximately 2/10 of a mile northwest of 9D4, reported a helicopter circled over his house. He observed the helicopter depart to the northwest at about 200 feet AGL, and lost sight of it when, "He [the helicopter] then flew into a dense cloud." Two other witnesses, about a mile northwest of the airport, heard a helicopter circle overhead, after 1800. One of the witnesses stated that when the helicopter flew overhead, it was in the clouds and he could not see it. This witness, and the witness near 9D4, both observed the helicopter descend out of the clouds in a steep descent, and impact the ground. The helicopter struck the ground about 3/4 mile northwest of 9D4, in the vicinity of the VOR/DME Alpha instrument final approach course. The accident occurred during the hours of darkness, about 40 degrees, 21 minutes north latitude, and 76 degrees, 20 minutes west longitude. PERSONNEL INFORMATION The pilot, Mr. Charles E. Baird, held a Commercial Pilot Certificate with ratings for airplane single and multi-engine land, rotorcraft helicopter, and instrument airplane and helicopter. His most recent Federal Aviation Administration (FAA) Second Class Medical Certificate was issued on May 11, 1994. Mr. Baird's current pilot log book was not located. Mr. Baird's total flight time was estimated to be about 11,000 hours, of which approximately 250 hours were in this make and model helicopter. Instrument currency could not be determined. Mr. Baird completed his initial Agusta 109 qualification training during June 1993, with the Agusta Training Department in Philadelphia, Pennsylvania. He also completed a 2 day Pilot Recurrent Ground Course for the A109C, on October 12, 1994. AERODROME INFORMATION The Decks Airport was located on a valley floor, that ran northeast/southwest. The airport elevation was 520 feet above mean sea level. The valley was about 15 miles wide, with hills ranging from 1,000 feet to 1,800 feet high on both sides. The single paved runway was 01/19, and had pilot controlled lighting installed. To activate the lights the pilot had to key the aircraft radio on the Unicom frequency of 122.8, 7 times in 7 seconds. When tested, the lights activated. METEOROLOGICAL INFORMATION There was no weather reporting facility at the Decks Airport. Weather reported at local airports was as follows: Harrisburg (MDT), 21 miles southwest of Decks. At 1750, ceiling indefinite 600 foot sky obscured, visibility 2 miles with light drizzle and fog. Temperature 44 F, dewpoint 44 F, and the winds from 090 degrees at 7 knots. Lancaster (LNS), 14 miles south of Decks. At 1750, ceiling measured 700 foot overcast, visibility 2 miles with light rain and fog. Temperature 43 F, dewpoint 41 F, ## Aircraft - Registration: [N1WD](https://openairdocs.org/deregistered/N1WD-1995-04-12), registration cancelled 1995-04-12, S/N 7601 (OpenAirDocs) - Reported make and model: AGUSTA A109C - Registry model: [Agusta A109C](https://openairdocs.org/model/agusta-a109c) (registry code 0260118) (OpenAirDocs) - Category: Helicopter - Serial number: 7601 - Airframe hours: 1300 - Engines: ALLISON 250-C20R/1 450 horsepower turbo shaft - Damage: Destroyed - Fire: On-Ground - Flight: Executive/Corporate, Part 91 - Registered owner: Leffler Transportation Company - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 16, 1994, 73 hours before - Departed: IPT, WILLIAMSPORT, PA - Destination: PS96, RICHLAND, PA - Flight plan: IFR - Airport: 9D4, Myerstown/Decks ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--w/ waivers/lim; seat: right; toxicology performed; flight hours: 11,000 total, 250 in this make and model ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 90° at 6 knots - Visibility: 2 statute miles - Lowest ceiling: 600 ft - Temperature: 43 °F, dew point 43 °F - Altimeter: 30.00 inHg - Observed at: MDT, 21 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19950118000539A](https://openairdocs.org/incident/19950118000539A), Jan 18, 1995: Agusta A109C, Myerstown, PA, Destroyed, 3 fatal. Crashed in a field while on an approach. (.4)during an IFR flight, the helicopter pilot was proceeding toward the destination with use of his loran. He was… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.