Enstrom F-28C accident near Kennewick, Washington, June 8, 2000
On June 8, 2000 at about 8:30 pm local time, a Enstrom F-28C (helicopter), registered N80193, was substantially damaged in an accident near Kennewick, Washington. 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 pilot's exceedance of the helicopter's hovering capabilities in a downwind hover. Factors included tailwind conditions, the pilot's lack of experience in the type of operation being conducted, and trees in the area where the helicopter settled.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 8, 2000 · about 8:30 pm local time
- Place
- Kennewick, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F-28C · all F-28Cs on the register
- Registration
- N80193 · registry record · serial 366
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter was hovering over a cherry orchard to dry the cherries with its rotor wash. The aircraft occupants initially reported that while hovering over the cherry trees at 5 to 7 feet above the treetops, the helicopter began to lose power, and that the pilot attempted to land the helicopter in an open field east of the orchard but was unable to make the field. The helicopter landed in between the rows of cherry trees and was substantially damaged. According to an FAA inspector, the pilot later concluded that he had maneuvered the helicopter into a downwind position and had approached the hovering capability of the helicopter. The date of issue of the pilot's commercial pilot certificate was 3 1/2 months before the accident; according to the FAA, he had 400 hours total time. The FAA inspector stated that the pilot demonstrated a lack of experience in operating the helicopter at the critical hovering altitude necessary to conduct the kind of operation he was attempting.
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: 400 hours in all; 300 in this make and model; 100 in the last 90 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,705 hours
- Last inspection: inspection type not recorded
- Landing gear: fixed
- Engine: Lycoming HIO-360 (piston); 0 hours total
The flight
- Departed from: Unknown
- Destination: Unknown
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 6,500 ft; scat at 2,800 ft
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from PSC
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.