Enstrom F-28C accident near Fort Pierce, Florida, February 26, 2011
On February 26, 2011 at about 7:00 pm local time, a Enstrom F-28C (helicopter), registered N5689B, was substantially damaged in an accident during takeoff near Fort Pierce, Florida. It was an other work-use flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 26, 2011 · about 7:00 pm local time
- Place
- Fort Pierce, Florida · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28C · all F-28Cs on the register
- Registration
- N5689B · no longer on the register · serial 487-2
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the fuel gauge indicated one-eighth to one-quarter full on takeoff. At an altitude of approximately 200 feet, the low fuel pressure light illuminated, followed by a total loss of engine power. The pilot performed a 180-degree autorotation to a parking lot, and the helicopter landed hard, resulting in substantial damage to the left skid and tail boom. During a postaccident examination, a Federal Aviation Administration inspector drained approximately 3 ounces of fuel from the gascolator. The pilot stated that there were no mechanical malfunctions or anomalies with the helicopter, and that he ran it out of fuel by trusting the gauge.
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
- Fuel exhaustion during takeoff
- Autorotation Hard landing defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 2,100 hours in all; 1,800 in this make and model; 35 in the last 90 days; 28 in the last 30 days; 2,000 as pilot in command
- Last flight review: June 30, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,942 hours
- Last inspection: 100-hour inspection, February 9, 2011
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
- Operator: Disk Copy INC
The flight
- Departed from: Fort Pierce FL
- Destination: Fort Pierce FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 79°F (26°C), dew point 59°F (15°C)
- Altimeter: 30.05 inHg
- Observation at 6:53 pm from FPR, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.