Enstrom F-28C-2 accident near Broomfield, Colorado, February 15, 1998
On February 15, 1998 at about 2:49 am local time, a Enstrom F-28C-2 (helicopter), registered N5693M, was substantially damaged in an accident near Broomfield, Colorado. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
water contamination in the fuel, which resulted in loss of engine power and a forced (autorotative) landing. Factors relating to the accident were: darkness; and a high obstruction in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 1998 · about 2:49 am local time
- Place
- Broomfield, Colorado
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28C-2 · all F-28C-2s on the register
- Registration
- N5693M · no longer on the register · serial 489-2
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said he noticed that the LOW FUEL PRESSURE warning light had illuminated 'along with engine roughness.' Suspecting an imminent fuel pump failure, he turned on the electric fuel pump and diverted toward a nearby airport. While on the initial landing approach, the engine lost power. As the pilot made an autorotation towards an open field, the engine began to surge. Approaching the field, the pilot turned on the landing light and caught a glimpse of powerlines. To avoid a collision, he made a pedal turn to the right. While maneuvering to avoid a collision, the main rotor rpm decayed and the helicopter struck the ground. A postaccident fuel sample taken from the engine sump disclosed water in the fuel. The source of water contamination could not be determined. The helicopter had flown several times that day, and had been serviced by an airport refueling truck. No other reports of fuel contamination were received from aircraft operators serviced by the same truck.
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, military
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,331 hours in all; 29 in this make and model; 104 in the last 90 days; 56 in the last 30 days; 1,114 as pilot in command; 242 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,974 hours
- Last inspection: 100-hour inspection, January 22, 1998; 48 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1AD (piston); 0 hours total
The flight
- Departed from: APA Englewood CO at 2:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 070° at 6 knots
- Visibility: 25 statute miles
- Sky: scat at 18,000 ft
- Temperature: 39°F (4°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 2:48 am from BJC, 3 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.