Enstrom F-28F accident near De Leon, Texas, August 7, 2004
On August 7, 2004 at about 7:00 pm local time, a Enstrom F-28F (helicopter), registered N78616, was substantially damaged in an accident near De Leon, Texas (None airport). It was an aerial observation 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 failure to properly secure a fuel line, which resulted in a loss of engine power due to leakage and subsequent fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2004 · about 7:00 pm local time
- Place
- De Leon, Texas · None · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28F · all F-28Fs on the register
- Registration
- N78616 · no longer on the register · serial 513
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 9,375-hour pilot was giving attendees of a local festival 6-7 minute helicopter rides. He departed with two passengers and climbed to an altitude of 500 feet above ground level (agl). Shortly after, the engine began firing through the exhaust and began to lose power. The pilot entered an autorotation and prepared to land in a school playground. While maneuvering toward the playground, the engine stopped producing power. During the landing, the helicopter slid forward, the skids collapsed and the main rotor severed the tail boom. Before exiting the helicopter, the pilot secured the electrical switches, the magnetos, and turned off the fuel shut-off valve. Examination of the engine revealed that when then fuel shut-off valve was turned back on, fuel began to drain from the port where the main fuel line attached to the fuel manifold valve. The b-nut, which secured the line to the manifold, was partially attached to the port and was finger loose. The b-nut was then tightened, and the engine was test run on the airframe. It started immediately and ran at various power settings without interruption. According to the pilot, he had removed and reassembled the fuel manifold valve approximately nine hours prior to the accident.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 9,375 hours in all; 268 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 9,255 as pilot in command; 275 on instruments
- Last flight review: August 21, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,032.6 hours
- Last inspection: 100-hour inspection, October 23, 2003; 24.6 hours since
- Maximum gross weight: 2,600 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-F1AD (piston); 0 hours total
The flight
- Departed from: NONE De Leon TX at 6:56 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,500 ft
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 29.97 inHg
- Observation at 8:05 pm from K7F9
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.