Brooksville, FL, USA
N369PS
HUGHES OH-6A
The pilot stated that as he was approaching to land, and while on the downwind leg, all gages were indicating normal. He said that at an altitude of about 200 to 300 feet AGL, he pushed the collective down to initiate the descent, and lights and engine out warnings commenced. He said he immediately entered an autorotation and landed the helicopter, but during the landing on uneven ground the right skid was lower and dug into the ground, causing the helicopter to nose down. The main rotor blades then contacted the tail boom, severing it, and the helicopter rotated about 90 degrees. The pilot said that he did not receive any low fuel warning signal, and that prior to the accident there had been no failures or malfunctions to the helicopter or any of its systems. Postcrash examination of the helicopter by an FAA inspector and a representative from Rolls Royce/Allison Engine Company revealed about 1 quart of fuel remaining when the fuel bladders were drained through the fuel drain. In addition, when the fuel line to the injectors was removed and drained, about 20 ml of fuel was recovered, and when the fuel filter on the fuel control was removed, inspected and drained, the filter was found to be clean, and about 1/8 bowl of fuel was recovered. The inspector stated that fuel had been exhausted from the helicopter, and added that there had been a fold in the fuel tank bladder that he thought was affecting the fuel float assembly ,and was giving a false fuel quantity reading, as well as affecting the low fuel warning. According to the Rolls Royce/Allison Engine company representative, who examined the helicopter in the presence of the FAA inspector and the pilot, all helicopter systems were found to be functional. The representative said that he did find a small folded crease in the left fuel tank bladder when he opened the panel, gaining entry to the fuel tank, but further stated that the crease was about 1 to 1 1/2-inches in height, and about 1/4 inch across, and it would not have affected the fuel tank capacity. In addition, the engine was shipped to Rolls Royce/Allison Engine Company for a test run which revealed that the engine functioned within parameters, with no anomalies being noted.
On November 15, 2003, about 1500 eastern standard time, a Hughes OH-6A, N369PS, registered to and operated by a private individual, as a Title 14 CFR Part 91 personal flight, crashed while approaching to land in Brooksville, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot and one passenger were not injured, and the helicopter incurred substantial damage. The flight originated in Titusville, Florida, the same day, about 1400. The pilot stated that as he was approaching to land, and while on the downwind leg, all gages were indicating normal. He said that at an altitude of about 200 to 300 feet AGL, he pushed the collective down to initiate the descent, and lights and engine out warnings commenced. He said he immediately entered an autorotation and landed the helicopter, but during the landing on uneven ground, the right skid was lower and dug into the ground, causing the helicopter to nose down. The main rotor blades then contacted the tail boom, severing it, and the helicopter rotated about 90 degrees. In addition, the pilot stated that he did not receive a low fuel warning indication, and that prior to the accident there had been no failures or malfunctions to the helicopter or any of its systems. Postcrash examination of the helicopter was conducted by an FAA inspector as well as a representative from Rolls Royce/Allison Engine Company. According to the FAA inspector, during the course of the investigation the fuel system was examined, and when the fuel bladders were drained through the fuel drain, about 1 quart of fuel was recovered. In addition, when the fuel line to the injector was removed and drained, about 20 ml of fuel was recovered, and when the fuel filter on the fuel control was removed, inspected and drained, the filter was found to be clean, and about 1/8 bowl of fuel was recovered. The inspector said that fuel had been exhausted from the helicopter, and that there was a fold in the fuel tank bladder that was affecting the fuel float assembly and was giving a false fuel quantity reading, and was affecting the low fuel warning. According to the Rolls Royce/Allison Engine company representative, examination of the helicopter did not reveal any preaccident anomalies to the helicopter or its systems. The representative stated that he checked the helicopter during the initial investigation in the presence of the FAA inspector and the pilot, and that all systems were functional. The representative said that he did find a small folded crease in the left fuel tank bladder when he opened the panel to access the tank, but further stated that the crease was about 1 to 1 1/2-inches in height, and about 1/4 inch across, and it would not have impacted the unusable fuel, and most definitely would not have affected the overall fuel tank capacity. In addition, the engine was shipped to Rolls Royce/Allison Engine Company and a test run of the engine was conducted. The engine functioned within parameters, and no anomalies were noted.
A loss of engine power due to the pilot's failure to adequately plan for the flight which resulted in fuel exhaustion, a forced landing, and damage to the helicopter during the landing.
Source: NTSB Aviation Accident Database
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