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Accidents · NTSB ERA21LA309 · Final report

Enstrom 280 accident near Colchester, Vermont, July 30, 2021

On July 30, 2021 at about 8:25 pm local time, a 1985 Enstrom 280 (helicopter), registered N36DK, was destroyed in an accident during enroute (cruise) near Colchester, Vermont. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

An in-flight fire originating in the engine compartment near the turbocharger from a source that could not be determined, which resulted in a loss of engine power and led to an autorotation and a hard landing.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
July 30, 2021 · about 8:25 pm local time · cases in 2021
Place
Colchester, Vermont · map
Type
Accident
Injuries
1 person was seriously injured.
Weather
visual conditions (good weather)
Aircraft
Enstrom 280 FX, built 1985 · all 280s on the register
Registration
N36DK · no longer on the register · serial 2003
Damage
Destroyed
Flight
Personal flight · general aviation rules (Part 91)

The NTSB's narrative final · quoted from the NTSB record

The commercial pilot reported that while enroute he smelled and then observed smoke in the cockpit. He also observed a rapidly rising exhaust gas temperature despite moving the mixture to full rich. The pilot initiated a precautionary landing during which the helicopter experienced a partial and then total loss of engine power. During the final segment of the autorotation, the helicopter impacted trees and landed hard on a causeway. Postaccident examination of the engine found significant soot and thermal damage, which precluded a determination of the specific source of the in-flight engine fire. However, one cause of the fire could be eliminated. Specifically, the heaviest area of thermal damage was located around the No. 3 cylinder near the turbocharger. The outer portion of the turbocharger displayed significant thermal damage, but the turbocharger exhaust and inlet clamps were intact and remained tightly installed with safety wires present. Therefore, leakage of exhaust gases from the turbocharger was not the cause of the in-flight fire. The external damage to the turbocharger indicated that its high temperature surfaces were possible ignition sources for an ignitable liquid, such as lubricating oil or fuel. The flexible fuel and oil lines all displayed significant thermal damage, and some were destroyed by fire. Several oil lines were located near the thermal damage in the forward left portion of the engine compartment. Therefore, lubricating oil from these lines was a possible fuel source for the fire. In addition, because the flexible fuel lines were either damaged or destroyed, fuel from these lines could not be eliminated as a source of fuel for the in-flight fire.

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

  1. Fire/smoke (non-impact) during enroute (cruise) defining event
  2. Autorotation Hard landing
  3. Loss of engine power (total) during enroute (cruise)

The NTSB's findings

  • Aircraft › Aircraft power plant › Power plant › (general) › Failure other cases naming the engine
  • Not determined › Not determined › (general) › (general) › Unknown/Not determined

Pilot

  • Certificate: flight instructor, commercial pilot
  • Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
  • Flight time: 2,223 hours in all; 44 in this make and model; 44 in the last 90 days; 44 in the last 30 days; 1,593 as pilot in command; 1,094 on instruments
  • Last flight review: June 18, 2021
  • Medical certificate: Class 2 (without waivers/limitations)
  • Seat: left
  • Injury: serious injuries

The aircraft

  • Airframe total time: 2,195 hours
  • Last inspection: annual inspection, May 13, 2021; 35 hours since
  • Maximum gross weight: 2,600 lb
  • Seats: 2
  • Landing gear: fixed
  • Engine: Lycoming HIO-360-F1AD (piston); 3,684 hours total
  • Fire in flight and on the ground
  • Operator: Beta Air LLC

The flight

  • Departed from: PBG Plattsburgh NY at 8:05 pm
  • Destination: BTV Burlington VT
  • Flight plan: none

Weather at the time

  • Light: daylight
  • Wind: from 310° at 13 knots, gusting 22
  • Visibility: 10 statute miles
  • Sky: broken clouds at 5,500 ft
  • Temperature: 70°F (21°C), dew point 45°F (7°C)
  • Altimeter: 29.84 inHg
  • Observation at 4:54 pm from BTV, 9 miles away

Weather report (METAR): KBTV 302054Z 31013G22KT 10SM BKN055 21/07 A2984 RMK AO2 SLP103 T02060072 53009

Injuries

FatalSeriousMinorNone
Flight crew1

Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them

The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.

Documents from the investigation the NTSB's docket: the evidence folder behind the report

9 documents, released by the NTSB on June 8, 2023. 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.

The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.

Connections how this case links to the rest of the register

Aircraft
Place

The whole map of how records connect · these connections as data: /graph/accident/ERA21LA309.json.

The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.

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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.