Enstrom 280C accident near Galloo Island, New York, November 14, 2004
On November 14, 2004 at about 8:00 pm local time, a Enstrom 280C (helicopter), registered N51739, was substantially damaged in an accident near Galloo Island, New York. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for undetermined reasons. A factor was the pilot's improper decision to operate the helicopter outside the height velocity curve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2004 · about 8:00 pm local time
- Place
- Galloo Island, New York · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom 280C · all 280Cs on the register
- Registration
- N51739 · registry record · serial 1141
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While conducting aerial photography operations, at an altitude about 80 feet agl and at an estimated groundspeed of 20 knots, the helicopter's engine experienced a partial loss of power. The pilot then performed the emergency checklist and configured the helicopter for an autorotation. As the helicopter descended the pilot reported that the rotor and the engine would not "separate," and the rotor rpm continued to decrease. The helicopter impacted the ground hard, incurring damage to a main rotor blade and the tail boom. The engine was test run at idle rpm following the accident, and found to operate normally. Subsequent disassembly and examination of the engine and the clutch revealed no anomalies. A review of the height velocity diagram for the helicopter showed that given the conditions at the time of the accident, the helicopter was being operated outside of the safe operating area.
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: instructor: helicopter; rotorcraft: helicopter
- Flight time: 487 hours in all; 92 in this make and model; 5 in the last 90 days; 407 as pilot in command; 132 on instruments
- Last flight review: September 26, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,526 hours
- Last inspection: 100-hour inspection, August 1, 2004; 42 hours since
- Maximum gross weight: 2,350 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
The flight
- Departed from: SYR Syracuse NY at 5:15 pm
- Destination: NONE Galloo Island NY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 30.62 inHg
- Observation at 7:56 pm from ART, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.
Other NTSB records under N51739 the same tail number, which may have belonged to a different aircraft at the time
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.