Enstrom F280FX accident near San Carlos, California, March 29, 2003
On March 29, 2003, a Enstrom F280FX (helicopter), registered N5698M, was substantially damaged in an accident near San Carlos, California (San Carlos airport). It was a personal 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
Fuel exhaustion due to the pilot's inadequate fuel consumption calculations and his inadequate in-flight planning decision. A factor was the low altitude from which the autorotation was attempted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 29, 2003
- Place
- San Carlos, California · San Carlos · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F280FX
- Registration
- N5698M · no longer on the register · serial 2073
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was returning from a local area photography flight when the engine lost power during the landing flare causing the helicopter to land hard. The pilot stated that he made a long approach towards the departure end of runway 30, he executed a 15-foot flare for landing. The low fuel pressure light illuminated, he verified that the fuel boost pump was on, and as he "rolled the throttle on," the engine "sputtered and went dead." In an attempt to safely land the helicopter the pilot made a hard autorotative landing causing substantial damage. Fueling receipts from Rabbit Aviation Services show that the helicopter was fueled on two separate occasions on the day of the accident. At 1125, 32.9 gallons of fuel were added, and at 1403, 39.4 gallons were added. The Enstrom 280FX has a usable fuel capacity of 40 gallons. At 30 inches of manifold pressure and 78 percent power, the endurance at sea level is 2.0 hours. At 32 inches of manifold pressure and 83 percent power, the endurance is 1.8 hours. The pilot reported taking off at 1445, and the accident occurred about 1650.
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: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 481 hours in all; 170 in this make and model; 10 in the last 90 days; 10 in the last 30 days
- Last flight review: October 23, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,280 hours
- Last inspection: annual inspection, June 14, 2002; 50 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HI0-360-F1AD (piston); 0 hours total
The flight
- Departed from: KSQL San Carlos CA at 10:45 pm
- Destination: KSQL San Carlos CA
- Flight plan: none
- Runway 30, 2,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 15 knots
- Visibility: 20 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 72°F (22°C), dew point 39°F (4°C)
- Altimeter: 3016.00 inHg
- Observation at 11:47 pm from KSQL
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 N5698M 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.