Enstrom F-28A accident near Danbury, Texas, July 26, 2013
On July 26, 2013 at about 5:30 pm local time, a Enstrom F-28A (helicopter), registered N287Q, was substantially damaged in an accident during maneuvering near Danbury, Texas (Salaika Aviation Airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of collective control for reasons that could not be determined due to extensive fire damage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2013 · about 5:30 pm local time
- Place
- Danbury, Texas · Salaika Aviation Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28A · all F-28As on the register
- Registration
- N287Q · no longer on the register · serial 303
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that, during takeoff, as the helicopter climbed through 300 feet, the private pilot started a right downwind turn. At that time, they heard a loud sound and ricocheting metal directly behind their heads, and the collective control was unresponsive. The flight instructor immediately took control of the helicopter and prepared to land. He lowered the collective to start a descent; however, the collective control was still unresponsive. He then chose to set the helicopter up for a long, shallow approach over an open field to the helipad. During a turn at 60 knots indicated airspeed, the helicopter began to oscillate vertically. The flight instructor heard popping sounds, and the oscillations increased. The main rotor rpm began to decrease, and the flight instructor lowered the collective and increased the throttle; however, the main rotor rpm continued to decrease. The helicopter started to shake violently, and the flight instructor observed that the blade pitch was very high. The shaking increased, and the flight instructor could no longer control the helicopter. A few seconds later, the helicopter impacted the ground. The collective walking beam was found fractured immediately forward of its pivot point. The aft end of the walking beam remained attached to the upper swashplate assembly, and the pivot point remained attached to the main transmission housing. The collective control linkages forward of the walking beam fracture were consumed by the postimpact fire. Examination of the fractured pieces from two brackets and the lower universal housing of the lower swashplate assembly, the end of the push-pull rod assembly, and the collective walking beam revealed features and deformation patterns on the fracture surfaces consistent with overstress separations. No indications of pre-existing cracks or fatigue cracks were observed. Darkened areas and/or rough surface texture consistent with heat damage were observed on all of the components' surfaces. The reason for the loss of collective control could not be determined due to extensive fire damage.
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
- Flight control sys malf/fail during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › (general) › Malfunction
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 50 hours in all; 50 in this make and model; 50 in the last 90 days; 20 in the last 30 days
- Last flight review: December 10, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 0 hours in all; 0 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,202 hours
- Last inspection: 100-hour inspection, May 21, 2013
- Maximum gross weight: 2,150 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO360C1A (piston); 2,483 hours total
- Fire on the ground
- Operator: Salaika Aviation LLC
The flight
- Departed from: 07TA Danbury TX
- Destination: 07TA Danbury TX
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 90°F (32°C), dew point 73°F (23°C)
- Altimeter: 30.03 inHg
- Observation at 5:53 pm from KLBX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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 N287Q 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.