Enstrom F 28C accident near Romeoville, Illinois, June 14, 2015
On June 14, 2015 at about 8:00 pm local time, a 1978 Enstrom F 28C (helicopter), registered N51778, was substantially damaged in an accident during landing (landing roll) near Romeoville, Illinois (Lewis University airport). It was an instructional 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 certified flight instructor (CFI) did not maintain directional control during a downwind emergency running landing to soft muddy terrain, which resulted in a dynamic rollover. Contributing to the accident was the CFI's delayed or insufficient remedial action when the pilot receiving instruction did not control the rotor RPM during hovering flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2015 · about 8:00 pm local time
- Place
- Romeoville, Illinois · Lewis University · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F 28C, built 1978 · all F 28Cs on the register
- Registration
- N51778 · registry record · serial 451-2
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) was giving flight instruction in the piston engine powered helicopter to an experienced airplane pilot, who had a total of about 2 hours of helicopter flight experience. The pilot receiving instruction was hovering the helicopter while oriented into the wind and he allowed the rotor RPM to decrease. While the helicopter was turning to the left, the CFI took over control, but was unable to regain RPM. The helicopter continued to turn to the left and the CFI conducted a downwind emergency running landing to soft muddy turf. After a ground run of about 15 to 20 feet the helicopter began to turn to the right and skids of the helicopter dug into the soft turf. The helicopter rolled 90 degrees onto its left side and both main rotor blades impacted terrain. The helicopter sustained substantial damage to the main rotor system, transmission, tail rotor, tail boom and fuselage. The CFI reported that he had been too slow in taking remedial action. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The characteristics displayed by the helicopter were indicative of it encountering a dynamic rollover.
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 (hover)
- Attempted remediation/recovery during maneuvering (hover)
- Abnormal runway contact during landing (landing roll) defining event
- Loss of control on ground during landing (landing roll)
- Roll over during landing (landing roll)
- Cabin safety event during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Action/decision › Action › Lack of action › Instructor/check pilot
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Not specified
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 840 hours in all; 272 in this make and model; 27 in the last 90 days; 15 in the last 30 days; 739 as pilot in command; 149 on instruments
- Last flight review: November 13, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,474 hours in all; 2 in this make and model; 95 in the last 90 days; 46 in the last 30 days; 3,040 as pilot in command; 862 on instruments
- Last flight review: March 13, 2015
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
The flight
- Departed from: LOT Romeoville IL at 7:00 pm
- Destination: LOT Romeoville IL
- Flight plan: none
- Runway 27, 5,696 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: broken clouds at 2,700 ft
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 29.92 inHg
- Observation at 7:55 pm from KLOT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on July 1, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 12 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.