Enstrom F28C accident near Cabazon, California, December 11, 1994
On December 11, 1994 at about 2:35 am local time, a Enstrom F28C (helicopter), registered N214MM, was substantially damaged in an accident near Cabazon, California. It was a positioning 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
AN UNKNOWN EVENT (PRESUMABLY A COMPONENT/SYSTEM FAILURE) THAT RESULTED IN LOSS OF DRIVE TRAIN POWER TO THE MAIN ROTOR SYSTEM. FACTORS RELATED TO THE ACCIDENT WERE: DARKNESS AND THE OBSTRUCTION (TRANSMISSION LINE) 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
- December 11, 1994 · about 2:35 am local time
- Place
- Cabazon, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F28C · all F28Cs on the register
- Registration
- N214MM · registry record · serial 355
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THE HELICOPTER HAD JUST LEVELED OFF IN CRUISE WHEN IT MADE AN UNCOMMANDED LEFT YAW ACCOMPANIED BY AN ENGINE OVERSPEED. THE PILOT ENTERED AN AUTOROTATION, DIAGNOSING THE PROBLEM AS A LOSS OF POWER THROUGH THE DRIVE TRAIN. DURING THE AUTOROTATION, HE ATTEMPTED TO 'REJOIN' THE NEEDLES, BUT WAS ONLY SUCCESSFUL IN INCREASING ENGINE RPM. AS HE APPROACHED HIS PLANNED TOUCHDOWN POINT, HE TURNED ON THE LANDING LIGHT WHICH ILLUMINATED UTILITY WIRES THAT HE HAD NOT SEEN PREVIOUSLY. HE MADE A CYCLIC CLIMB OVER THE WIRES, BUT DID NOT HAVE SUFFICIENT AIRSPEED, ALTITUDE, OR MAIN ROTOR RPM REMAINING TO CUSHION THE TOUCHDOWN. SUBSEQUENT POSTACCIDENT TEARDOWNS AND INSPECTIONS REVEALED NO MECHANICAL ABNORMALITIES.
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: single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 633 hours in all; 264 in this make and model; 115 in the last 90 days; 53 in the last 30 days; 540 as pilot in command; 160 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,110 hours
- Last inspection: annual inspection, October 1, 1994; 52 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1AD (piston); 0 hours total
The flight
- Destination: TRM Thermal CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 300° at 6 knots
- Visibility: 20 statute miles
- Sky: scat at 20,000 ft
- Temperature: 46°F (8°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 2:46 am from PSP, 44 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 N214MM 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.