Enstrom F28F accident near Chino, California, October 26, 1983
On October 26, 1983 at about 6:55 pm local time, a Enstrom F28F (helicopter), registered N8621X, was substantially damaged in an accident near Chino, California (Chino airport). 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
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 1983 · about 6:55 pm local time
- Place
- Chino, California · Chino · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F28F · all F28Fs on the register
- Registration
- N8621X · no longer on the register · serial 710
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT EXPERIENCED AN IN-FLT FIRE ON THE DOWNWIND LEG OF THE TRAFFIC PATTERN DURING A FLT TEST FOLLOWING ROUTINE MAINTENANCE. THE PLT STATED THAT WHILE FLYING AT 500 FT AGL IN THE TRAFFIC PATTERN SMOKE BEGAN ENTERING THE COCKPIT. ALLGAUGES AND SYSTEMS SEEMED TO BE OPERATING NORMALLY. THE SMOKE INCREASED AND AN EMERGENCY LANDING WAS MADE ON THE RAMP. AFTER TOUCHDOWN THE PLT REQUESTED ASSISTANCE VIA TOWER OF THE FIRE DEPT. THE PASSENGER GRABBED THE ONBOARD FIRE EXTINGUISHER AND DISCHARGED IT ON THE FIRE. THE FIRE WAS NOT EXTINGUISHED. ABOUT 2 MINUTES LATER THE FIRE DEPT PUT IT OUT WITHOUT DIFFICULTY. INVESTIGATION SHOWED THAT A CLAMP (ENSTROM P/N LW 13464) THAT SECURES THE TURBOCHARGER TO ITS EXHAUST PIPE HAD SEPARATED IN-FLT. HOT EXHAUST CASES BURNED THE COWLING AND THE FIREWALL BUCKLED. HEAT IGNITED MATERIAL IN THE COCKPIT. EXAMINATION OF THE CLAMP SHOWED IT FAILED AT A SPOT WELD. THE CHEMICAL AGENT IN THE ACFT FIRE EXTINGUISHER WAS DESCRIBED BY THE MANUFACTURER AS INEFFECTIVE AGAINST ALUMINUM OR MAGNESIUM FIRES.
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; instructor: helicopter; rotorcraft: helicopter
- Flight time: 1,598 hours in all; 18 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,491 hours
- Last inspection: 100-hour inspection, October 12, 1983; 18 hours since
- Maximum gross weight: 2,350 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-FIAD (piston); 0 hours total
- Fire in flight and on the ground
The flight
- Destination: CNO Chino CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 55 statute miles
- Sky: not recorded; clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.
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.