# NTSB FTW98LA342: Enstrom F-28F, N8619M, Bryce Canyon, UT, August 4, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 4, 1998, 14:30 local (20:30 UTC) - Place: Bryce Canyon, UT - Location: 37.6283° N, 112.1677° W: Placed by OpenAirDocs: center of Bryce Canyon, UT, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=37.6283&lon=-112.1677&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report February 15, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 43611 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW98LA342 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43611/pdf - Page: https://openairdocs.org/ntsb/FTW98LA342 ## Probable cause A partial loss of engine power due to an oil leak in the turbocharger system. Factors were high vegetation and high density altitude. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - mech failure/malf, takeoff - initial climb - exhaust system,turbocharger (cause) - fluid,oil - leak (cause) - Forced landing, emergency descent/landing - autorotation - performed, pilot in command - On ground/water encounter with terrain/water, emergency descent/landing - terrain condition - high vegetation (contributing factor) - weather condition - high density altitude (contributing factor) ## Analysis The pilot was departing to the east when he noticed a drop in rotor rpm. He rolled the throttle, but no power was being produced from the engine. He landed straight ahead and performed a high altitude run on landing. After touching down, the helicopter slid approximately 30 to 40 feet. The left skid was caught in ground brush, and the left front support of the landing gear was broken. The tail rotor blades were bent, and while still rotating, impacted the skid bar, shearing the bar off and separating the gear box from the tail. The helicopter came to rest on its left side. Postaccident examination of the aircraft by an FAA inspector revealed the turbocharger had leaked oil into the induction system. According to his accident report, 'The slight power loss appears to have been caused by the oil leakage pass[ing] the seals in the turbocharger.' ## Factual narrative On August 4, 1998, approximately 1430 mountain daylight time, an Enstrom F-28F helicopter, N8619M, sustained substantial damage during an autorotation landing after the engine lost power following takeoff from Aladdin Air Heliport near Bryce Canyon, Utah. The commercial pilot and two passengers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local area sightseeing flight being operated by Aladdin Air Service, Inc. under Title 14 CFR Part 91. The flight was originating at the time of the accident. According to the pilot, he was departing to the east when he noticed a drop in rotor rpm. He rolled the throttle, but no power was being produced from the engine. He made the decision to land straight ahead and performed a high altitude run on landing. After touching down, the helicopter slid approximately 30 to 40 feet. The left skid was caught in ground brush, and the left front support of the landing gear was broken. The tail rotor blades were bent, and while still rotating, impacted the skid bar, shearing the bar off and separating the gear box from the tail. The helicopter came to rest on its left side, further damaging one main rotor blade. The pilot stated that the preflight he performed indicated there was no oil present on the turbocharger blades, and the oil level was indicating 7 qts. According to the pilot, normal rate of oil consumption for this model helicopter is 1 qt. per 10 hours of flight. He estimated the helicopter had ingested approximately 3/4 of a quart of oil into the engine prior to the time of the accident. Postaccident examination of the aircraft by an FAA inspector revealed that the turbocharger had leaked oil into the induction system. When the exhaust pipe was removed from the turbocharger, oil was found at the bottom of the housing. According to his accident report, "The slight power loss appears to have been caused by the oil leakage pass[ing] the seals in the turbocharger." ## Aircraft - Registration: N8619M (not matched to a registry record) - Reported make and model: Enstrom F-28F - Category: Helicopter - Serial number: 704 - Engines: Lycoming HIO-360-FIAD 225 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Registered owner: Terry L. Andrews - Airworthiness certificate: Standard, Normal - Departed: UT77 - Flight plan: VFR - Airport: UT77, Aladdin Air Heliport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--w/ waivers/lim; seat: front; flight hours: 5,942 total, 684 in this make and model, 5,648 as pilot in command, 120 in the last 90 days, 72 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 0° at 5 knots - Visibility: 30 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 41 °F - Observed at: BCE, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19980804019539A](https://openairdocs.org/incident/19980804019539A), Aug 4, 1998: Enstrm F28F, Bryc Canyon, UT, Substantial damage. Helicopter was taking off for a sight seeing flight when it lost power and landed off the field in the sage brush about 2 miles west of the arpt. (.19)on… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.