Enstrom EN-28 accident near Indianapolis, Indiana, October 2, 1999
On October 2, 1999 at about 3:40 pm local time, a Enstrom EN-28 (helicopter), registered N602H, was substantially damaged in an accident near Indianapolis, Indiana. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's attempted operation of the helicopter with known deficiencies, and his improper autorotation to landing. Factors were one fouled spark plug and another partially failed spark plug in the same cylinder, and the construction area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 1999 · about 3:40 pm local time
- Place
- Indianapolis, Indiana
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom EN-28
- Registration
- N602H · registry record · serial 1077
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that prior to initiating the flight he conducted a 'run-up.' He said, during the magneto check the engine ran rough and exceeded the normal magneto drop. He said he continued to run the engine at high RPM and leaned the fuel mixture for a minute. He said he then conducted another 'run-up' and the magneto drop was within specified limits.. He stated that during the initial climb the engine began to 'pop' and the rotor RPM was dropping. He said he elected to attempt a turn to the heliport; however, due to the continued loss of power he elected to conduct an autorotational landing in a gravel construction area. During the autorotational landing the helicopter landed hard and received substantial damage. Subsequent to the accident an examination of the helicopter and engine was conducted. The magneto and harness were examined and no discrepancies were found. All the spark plugs were removed and examined. The bottom spark plug from the #2 cylinder was oil fouled and did not test fire. The top spark plug from the same cylinder (#2) fired with a weak and intermittent spark. All the other spark plugs test fired. No additional anomalies were found in the helicopter or engine.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,758 hours in all; 147 in this make and model; 87 in the last 90 days; 23 in the last 30 days; 4,758 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,272 hours
- Last inspection: annual inspection, March 29, 1999; 59 hours since
- Maximum gross weight: 2,350 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1BD (piston); 0 hours total
The flight
- Departed from: IN03 IN at 3:40 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 pm from IND, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.