Enstrom F-28 accident near Ritter Butte, Oregon, January 13, 2016
On January 13, 2016 at about 5:40 pm local time, a 1988 Enstrom F-28 (helicopter), registered N756H, was substantially damaged in an accident during maneuvering (low-alt flying) near Ritter Butte, Oregon. It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured; 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 total loss of engine power due to fuel exhaustion and subsequent impact with terrain.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 2016 · about 5:40 pm local time · cases in 2016
- Place
- Ritter Butte, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28 F, built 1988 · all F-28s on the register
- Registration
- N756H · registry record · serial 756
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the commercial pilot, the purpose of the flight was predator animal control in an area of adjoining ranches. The pilot stated that, during the flight, the fuel indicator began bouncing back and forth and reading erratically. Subsequently, the pilot used his watch to time the fuel burn to determine when he had to return to the fuel point. As the pilot was about to return to the fuel point, the fuel indicator stabilized, indicating that the fuel tank was about one-quarter full, and the pilot then flew toward the fuel truck. When the helicopter was about 100 ft above the terrain, the low fuel indicator illuminated, followed by the loss of engine power. The pilot estimated that about a 20-mph tailwind existed, so he performed a 180-degree turn to point the helicopter's nose into the wind while entering an autorotation. After completing the 180-degree turn, the pilot did not see any flat or open terrain and chose to land on a rocky outcropping. While the pilot was trying to avoid landing in trees, the helicopter impacted terrain, which resulted in the helicopter sustaining substantial damage to the fuselage and main rotor gear box.
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 maneuvering (low-alt flying) defining event
- Loss of engine power (total) during maneuvering (low-alt flying)
- Autorotation Collision with terrain or object (not controlled flight into terrain)
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level other cases naming the fuel system
- Environmental issues › Physical environment › Terrain › Rough terrain › Contributed to outcome
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 14,385 hours in all; 10,000 in this make and model; 250 in the last 90 days; 100 in the last 30 days; 14,283 as pilot in command
- Last flight review: January 22, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,799.3 hours
- Last inspection: annual inspection, October 29, 2015
- Maximum gross weight: 2,600 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-F1AD (piston); 8,211 hours total
The flight
- Departed from: Long Creek OR at 4:30 pm
- Destination: Long Creek OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 14 knots, gusting 26
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; scat at 7,000 ft
- Temperature: 43°F (6°C), dew point 34°F (1°C)
- Altimeter: 29.79 inHg
- Observation at 5:35 pm from KGCD, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on March 8, 2016. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | FAA Inspector's Statement | PDF, 1 page | View Download |
| 3 | Drained Fuel | PDF, 1 page | View Download |
| 4 | Photos | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N756H the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N756H on the register today · the tail number may have moved to another aircraft since
- Enstrom F-28 147 registered today · the model family and its accident history
- Enstrom 216 aircraft on the register
- Engine: Lycoming HIO-360-F1AD 34 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Oregon 1,864 since 1982 · 279 in the last ten years
- Oregon 7,002 aircraft registered
- Other NTSB records under N756H 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/GAA16LA100.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.