PETERSBURG, AK, USA
N103FW
Hughes 369D
The certificated commercial pilot was returning to the airport. He stated that he knew he was low on fuel, but thought he had enough fuel to return since the low fuel light had not illuminated. He said that while on approach to land at the airport, about 400 feet above the runway, all engine power was lost. He entered an autorotation, flared the helicopter about five feet above the runway, and touched down on the runway edge. The pilot said that as the helicopter touched down, the left skid assembly collapsed, and the helicopter rolled over to the left. A pilot-rated witness observed the helicopter enter an autorotation to the runway, and while still about 50 feet above the runway, the accident pilot flared, and the rotor rpm decayed rapidly. He said that the helicopter landed hard on the left skid, which collapsed the left skid, and the helicopter rolled over on its left side. An FAA inspector that examined the helicopter stated that the fuel quantity indicator read 'zero,' and that the fuel low indicator light was not illuminated. He said that when the 'press to test' feature on the warning light was used, the light then illuminated. He added that an inspection of the helicopter's fuel cell revealed about one pint of fuel remaining. The McDonnell Douglas (Hughes) 500D pilot operating handbook, Emergency and Malfunctions Procedures section, states: 'CAUTION: Never use the FUEL LEVEL LOW light as a working indication of fuel quantity.'
On July 30, 1999, about 1804 Alaska daylight time, a Hughes 369D helicopter, N103FW, sustained substantial damage during an emergency landing at the Petersburg Airport, Petersburg, Alaska. The helicopter was being operated as a visual flight rules (VFR) flight under Title 14, CFR Part 91, when the accident occurred. The helicopter was owned and operated by Alpine Helicopters, Inc., Ward Cove, Alaska. The certificated commercial pilot, and the one passenger aboard, were not injured. Visual meteorological conditions prevailed, and company flight following procedures were in effect. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge on July 30, the pilot reported that he was returning to the Petersburg airport. He stated that he knew he was low on fuel, but thought he had enough fuel to return since the low fuel light had not illuminated. He reported that while on approach to land at the airport, about 400 feet above the runway, all engine power was lost. He said that he entered an autorotation, flared the helicopter about five feet above the runway, and touched down on the runway edge. The pilot said that as the helicopter touched down, the left skid assembly collapsed, and the helicopter rolled over to the left. The helicopter sustained substantial damage to the fuselage, tail boom, and rotor system. A helicopter pilot-rated witness observed the accident helicopter approach from the southwest, at an altitude of about 500 feet above the airport. He said that as the helicopter passed over the runway, he heard the engine "spool-down," and the helicopter entered an autorotation to the runway. He reported that as the helicopter continued the autorotation, and while still about 50 feet above the runway, the accident pilot flared, and the rotor rpm decayed rapidly. He said: "Once he got to the bottom of the autorotation, he just didn't have enough rotor rpm left." He said that the helicopter continued to descend, landed hard on the left skid, which collapsed the left skid, and the helicopter rolled over on its left side. A Federal Aviation Administration (FAA) airworthiness inspector from the Juneau Flight Standards District Office, traveled to the accident scene on July 31, and examined the helicopter. The inspector reported that after the accident helicopter was hoisted to an upright position, the battery was switched on. He stated that the fuel quantity indicator read "zero," and that the fuel low indicator light was not illuminated. He said that when the "press to test" feature on the warning light was used, the light then illuminated. He added that an inspection of the helicopter's fuel cell revealed about one pint of fuel remaining. The McDonnell Douglas (Hughes) 500D pilot operating handbook, Emergency and Malfunctions Procedures section, states: "CAUTION: Never use the FUEL LEVEL LOW light as a working indication of fuel quantity."
The pilot's failure to refuel the helicopter prior to fuel exhaustion. Factors associated with the accident were an inoperative low fuel warning system, and the pilot's improper autorotation.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
