Enstrom F28F accident near Amberg, Wisconsin, July 23, 2008
On July 23, 2008 at about 3:30 pm local time, a Enstrom F28F (helicopter), registered N8626E, was substantially damaged in an accident during enroute (cruise) near Amberg, Wisconsin. It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The unsuitable terrain encountered by the pilot during a forced landing following a loss of engine power due to a cylinder head separation. Contributing to the accident was the tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2008 · about 3:30 pm local time
- Place
- Amberg, Wisconsin · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F28F · all F28Fs on the register
- Registration
- N8626E · no longer on the register · serial 744
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the helicopter had undergone an annual inspection at the helicopter manufacturer, and he was returning when he felt a "sudden" yaw to the left during cruise flight about 32 miles from the destination airport. The pilot then performed an "immediate" descent to a clearing, and about 60 feet above ground level and 30 miles per hour, the engine lost power. The helicopter landed on its skids and spun 180 degrees, impacting a tree with its tail rotor. The tail boom separated from the fuselage and a fire ensued consuming about 10 acres of land. The pilot exited the helicopter through the "partially jammed" passenger door because the pilot door was "jammed." The pilot received minor injuries. Examination of the engine revealed a cylinder head that was separated from its barrel.
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
- Sys/Comp malf/fail (non-power) during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- factor Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
- cause Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Not specified
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
Pilot
- Certificate: private
- Ratings: multi-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,500 hours in all; 1,500 in this make and model; 10 in the last 90 days
- Medical certificate: Class 3
The aircraft
- Airframe total time: 1,120.5 hours
- Last inspection: annual inspection, July 1, 2008
- Landing gear: fixed
- Engine: Lycoming HIO-360-F1A0 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MNM Menominee MI
- Destination: IMT Iron Mountain/K MI
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.