Enstrom F-28C accident near Lanesboro, Iowa, April 24, 2013
On April 24, 2013, a Enstrom F-28C (helicopter), registered N51767, was substantially damaged in an accident during landing (flare/touchdown) near Lanesboro, Iowa. It was an aerial observation flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain control of the helicopter while making an off-airport landing with a gusty tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 2013
- Place
- Lanesboro, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28C · all F-28Cs on the register
- Registration
- N51767 · no longer on the register · serial 447
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that his door opened during the low-altitude aerial observation flight. The pilot stated that he was unable to close the door in flight due to the wind, so he decided to make an off-airport landing to close and latch the door. He stated that when he initiated a turn, the door opened, so he continued the flight in a direction such that the wind kept the door closed; he believed this direction would result in a headwind. The pilot stated that during the landing, the helicopter lost lift at an altitude of 5 to 10 feet above the ground. The helicopter impacted the ground, which resulted in the main rotor blade severing the tail boom. Ground scars and recorded wind information indicated that the landing was performed with a gusty tailwind.
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
- Miscellaneous/other during maneuvering (low-alt flying)
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: helicopter
- Flight time: 670 hours in all; 400 in this make and model
- Last flight review: September 13, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,826 hours
- Last inspection: annual inspection, April 10, 2013; 34 hours since
- Maximum gross weight: 2,140 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1AD (piston); 0 hours total
- Operator: P & N CORP
The flight
- Departed from: CIN Carroll IA at 11:00 pm
- Destination: CIN Carroll IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 020° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: a few clouds at 7,000 ft
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 29.77 inHg
- Observation at 11:55 pm from CIN, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.