# NTSB ANC99LA100: Hughes 369D, N103FW, Petersburg, AK, July 31, 1999 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 30, 1999, 18:04 local (Jul 31, 1999, 02:04 UTC) - Place: Petersburg, AK - Coordinates: 57.050579, -132.620254 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=57.0506&lon=-132.6203&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report June 23, 2000 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 46873 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC99LA100 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46873/pdf - Page: https://openairdocs.org/ntsb/ANC99LA100 ## Probable cause 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. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - fluid,fuel - exhaustion (cause) - refueling - not performed, pilot in command (cause) - fuel system,low fuel warning light - inoperative (contributing factor) - Hard landing, emergency descent/landing - autorotation - improper, pilot in command (contributing factor) - Gear collapsed, emergency landing - landing gear,skid assembly - collapsed - Roll over, emergency landing ## Analysis 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.' ## Factual narrative 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." ## Aircraft - Registration: N103FW (not matched to a registry record) - Reported make and model: Hughes 369D - Category: Helicopter - Serial number: 811073D - Airframe hours: 3954 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Other work use, Part 91 - Registered owner: Alpine Helicopters, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 23, 1999, 17 hours before - Departed: PSG, AK - Flight plan: Company VFR - Airport: PSG, Petersburg, runway 4, 6,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 29; commercial; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 5,500 total, 2,500 in this make and model, 88 in the last 90 days, 36 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 80° at 7 knots - Visibility: 10 statute miles - Temperature: 64 °F, dew point 50 °F - Altimeter: 30.00 inHg - Observed at: PAP ## 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 19990730010189A](https://openairdocs.org/incident/19990730010189A), Jul 30, 1999: Hughes 369D, Petersburg, AK, Substantial damage. Hughes 369D helicopter crashed on landing and sustained substantial damage, other circumstances are unknown. (-23) this aviation departed an lz enroute to… 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.