Enstrom F28C accident near Pendleton, Oregon, November 2, 1999
On November 2, 1999 at about 11:32 pm local time, a Enstrom F28C (helicopter), registered N635H, was destroyed in an accident near Pendleton, Oregon (Pendleton airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure to maintain clearance from the runway surface while maneuvering at low altitude, and inadequate remedial action after the tail rotor struck the surface.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 1999 · about 11:32 pm local time
- Place
- Pendleton, Oregon · Pendleton · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F28C · all F28Cs on the register
- Registration
- N635H · no longer on the register · serial 386
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was destroyed when it sustained a tail rotor blade strike during a solo instructional flight. The airline transport pilot, who was preparing for a commercial rotorcraft-helicopter rating checkride on the following day, was fatally injured. The pilot was on his second left-hand circuit of the pattern and had been cleared for the option. On his first circuit, he had made three touchdowns along the length of the runway, at the threshold, mid-length, and at the departure end, then had continued his circuit. On the second circuit, the tower controller had again cleared the pilot for the option. The tower controller observed similar touchdowns at the threshold, and at mid-field. He stated that he was looking away at the time of the crash; however he heard a very garbled transmission, looked in the direction of the helicopter, saw dirt flying, and activated the siren and dispatched rescue vehicles. Ground strikes consistent with tail rotor blade strikes were found near the wreckage.
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: airline transport pilot
- Ratings: multi-engine sea; single-engine land; single-engine sea; instrument: airplane
- Flight time: 15,000 hours in all; 66 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,557 hours
- Last inspection: annual inspection, October 21, 1999; 20 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming IO-360-E1BD (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KPDT at 11:20 pm
- Flight plan: none
- Runway 34, 4,159 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 10:56 pm from KPD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.