Enstrom 280CB accident near Ruidoso, New Mexico, June 17, 2000
On June 17, 2000 at about 9:00 pm local time, a Enstrom 280CB (helicopter), registered N440RB, was substantially damaged in an accident near Ruidoso, New Mexico. It was an aerial observation flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power as a result of fuel exhaustion due to the pilot's inadequate preflight planning. A contributing factor was the pilot's lack of experience in the model of helicopter.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2000 · about 9:00 pm local time
- Place
- Ruidoso, New Mexico · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom 280CB · all 280CBs on the register
- Registration
- N440RB · no longer on the register · serial 1081
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was giving helicopter sightseeing rides to people at a local fair. His ground support partner was planning to intermittently fuel the aircraft's right saddle tank with 5 gallon cans to maintain a 25% fuel load. The two 21 gallon (20 gallons usable) fuel tanks do have a 3/8 inch in diameter interconnecting line, but it is recommended that refueling be done through the fueling caps in each tank. The interconnecting line has a 'T' connector in it with a 3/8 inch in diameter main fuel line leading to the engine. If the helicopter were refueled on one side while the engine was running, it would be possible (at low fuel levels) for the other fuel tank to cavitate. The fuel gauge indication is derived from a single fuel level float device that is located in the right fuel tank. Neither the pilot nor his ground support partner could remember how much flight time had been flown or how much fuel had been put in the aircraft. The pilot said that during his 5th flight of the day, the engine power deteriorated and he performed an autorotation. During the landing sequence, the main rotor blades cut off the tail boom and slapped the ground, and the left skid supports were broken. A postaccident engine test run identified no abnormalities with the engine. The pilot registered the helicopter on May 24, 2000, and had accumulated approximately 25 to 27 hours in make and model.
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: instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,354 hours in all; 27 in this make and model; 27 in the last 90 days; 27 in the last 30 days; 1,502 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,426 hours
- Last inspection: annual inspection, May 24, 2000; 32 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
The flight
- Departed from: SRR at 9:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 9:52 pm from SRR, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.