Enstrom F-28C accident near Defuniak Spring, Florida, March 26, 1996
On March 26, 1996 at about 3:24 am local time, a Enstrom F-28C (helicopter), registered N56874, was destroyed in an accident near Defuniak Spring, Florida. It was a ferry flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent flight into instrument meteorological conditions, and inadvertent descent, due to spatial disorientation, which resulted in a collision with trees. Factors relating to the accident were: the adverse weather conditions and the pilot's lack of instrument experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 1996 · about 3:24 am local time
- Place
- Defuniak Spring, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Enstrom F-28C · all F-28Cs on the register
- Registration
- N56874 · registry record · serial 467
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The noninstrument-rated commercial pilot was in cruise flight flying over an interstate highway at night. The ceiling reported by an FAA Flight Service Station (destination airport) was 400 feet overcast, visibility 2 miles, with drizzle and fog. The pilot flew into a fog bank and the helicopter encountered instrument flight conditions. The pilot slowed the helicopter down and initiated a 180-degree right turn. During the turn, he heard a 'popping' sound to his left and observed a flickering light on the instrument panel. He checked the flight instruments, noticed the helicopter was in a diving right turn, observed lights on the interstate highway and increased collective pitch. The main rotor blades collided with trees, and the helicopter went to the right, crossed the interstate highway, hit some more trees, and crashed.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 888 hours in all; 761 in this make and model; 100 in the last 90 days; 80 in the last 30 days; 841 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,050 hours
- Last inspection: 100-hour inspection, February 20, 1996; 40 hours since
- Maximum gross weight: 1,950 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1AD (piston); 0 hours total
The flight
- Departed from: TLH Tallahassee FL at 1:53 am
- Destination: CEW Crestview FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 2 statute miles
- Sky: overcast at 400 ft; not recorded
- Temperature: 59°F (15°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 3:54 am from CEW, 7 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.
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.