Enstrom 280C accident near Kent, Washington, June 28, 1983
On June 28, 1983, a Enstrom 280C (helicopter), registered N652H, was substantially damaged in an accident near Kent, Washington. It was an aerial observation flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. 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
- June 28, 1983
- Place
- Kent, Washington · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom 280C · all 280Cs on the register
- Registration
- N652H · no longer on the register · serial 1102
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A TRAFFIC REPORTING FLT FOR A RADIO STATION, THE PLT NOTED THE ONSET OF A SEVERE VIBRATION WHICH HE FELT THROUGH THE ANTITORQUE PEDALS. HE STATED THAT WITHIN SECONDS, THE HELICOPTER LOST DIRECTIONAL CONTROL & BEGAN A RAPID, UNCONTROLLED SPIN TO THE RIGHT. REPORTEDLY, THE HELICOPTER TUMBLED OUT OF CONTROL FOR A TIME. HOWEVER, THE PLT WAS ABLE TO REGAIN PARTIAL CONTROL AS IT ROLLED THRU A RELATIVELY UPRIGHT ATTITUDE. BEFORE CRASHING, THE RATE OF DESCENT WAS SLOWED WITH FULL COLLECTIVE & A ROTATING IMPACT OCCURRED IN A HORIZONTAL ATTITUDE. AN INVESTIGATION REVEALED THE TAIL ROTOR DRIVE SHAFT SPLINE COUPLING, PN 28-13609, HAD BECOME WORN. THE TEETH OF THE COUPLING WERE WORN AWAY & THERE WAS IRON OXIDE & CARBONIZED LUBRICANT WITHIN THE COUPLING. THE SPLINED MALE END OF THE COUPLING WOULD ROTATE WITHIN THE SPLINED FEMALE HOUSING. IT HAD ACCUMULATED 149.1 HRS SINCE LUBRICATED. THE LUBRICATION CHART & CHECK SHEET (PAGES MM-3-5 & MM-3-6 OF THE MAINTENANCE MANUAL) SHOW THAT THE COUPLING SHOULD BE LUBED AT 100 HR INTERVALS
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; rotorcraft: helicopter
- Flight time: 7,176 hours in all; 5,740 in this make and model; 375 in the last 90 days; 6,025 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,362 hours
- Last inspection: 100-hour inspection, May 27, 1983; 96 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-E1BD (piston); 0 hours total
The flight
- Departed from: BFI Seattle WA at 10:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots
- Visibility: 20 statute miles
- Sky: scat at 4,500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.