# NTSB CEN18LA300: Continental Copters Tomcat MK5A, N9005T, Le Sueur, MN, July 27, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 26, 2018, 21:00 local (Jul 27, 2018, 02:00 UTC) - Place: Le Sueur, MN - Coordinates: 44.471389, -93.74472 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.4714&lon=-93.7447&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report November 6, 2019 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 97922 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN18LA300 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97922/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97922 - Page: https://openairdocs.org/ntsb/CEN18LA300 ## Probable cause The pilot's inadequate preflight and in-flight fuel planning, during which he did not visually check the fuel quantity in the fuel tanks and instead relied on the fuel gauges that were showing erroneous fuel quantity indications, which resulted in fuel exhaustion and the subsequent loss of engine power during cruise flight. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2390101), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Continental Copters TOMCAT MK5A, 2 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2390101), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Fuel system: fuel quantity indicator](https://openairdocs.org/ntsb-findings/01022841): Aircraft › Aircraft systems · Inoperative (probable cause); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-findings/01022841/cases.md?model=2390101), [All aircraft, 35 cases](https://openairdocs.org/ntsb-findings/01022841/cases.md) - [Fuel system: fuel quantity indicator](https://openairdocs.org/ntsb-findings/01022841): Aircraft › Aircraft systems · Fatigue/wear/corrosion (probable cause); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-findings/01022841/cases.md?model=2390101), [All aircraft, 35 cases](https://openairdocs.org/ntsb-findings/01022841/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Aircraft maintenance event](https://openairdocs.org/ntsb-events/040); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-events/040/sequence.md?model=2390101), [All aircraft, 484 cases](https://openairdocs.org/ntsb-events/040/sequence.md) - [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-events/192/sequence.md?model=2390101), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=2390101), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Continental Copters TOMCAT MK5A, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=2390101), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Continental Copters TOMCAT MK5A, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2390101), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The commercial pilot stated that, during the preflight inspection of the helicopter before the agricultural flight, there were about 23 gallons of fuel onboard, which he determined was sufficient to complete the 45- to 60-minute flight to his destination. The pilot stated that, before departure, the helicopter fuel gauge indicated "close" to 3/4 full. Based on the helicopter's total fuel capacity (41 gallons), a 3/4-fuel quantity indication would have equated to about 30 gallons. About 50 minutes into the flight and 7 miles from the destination airport, the engine lost power. The pilot performed an autorotation to a field, during which the helicopter impacted terrain and sustained substantial damage. During postaccident examination of the helicopter, no usable fuel was found; however, the fuel gauge indicated a little over a 1/4 tank of fuel remaining. The examination revealed that the fuel transmitter's resistive element was corroded. The fuel transmitter was tested, and the resistive values were uncorrelated to the transmitter's float position. A new fuel transmitter from the operator's parts department was tested, and the resistive values corresponded to the float position no anomalies were noted. Although the fuel gauge was indicating that a sufficient amount of fuel was onboard for the flight, the pilot should have visually checked the fuel quantity in the tanks before takeoff to ensure that a sufficient amount of fuel was onboard for the flight, which he did not do. His improper preflight fuel planning and his dependence on erroneous fuel gauges led to the subsequent fuel exhaustion and total loss of engine power. ## Factual narrative On July 26, 2018, at 2100 central daylight time, a Continental Copters Inc. Tomcat MK5A, N9005T, experienced a total loss of engine power during cruise flight. The pilot performed an autorotation to a field and impacted terrain about six miles east of Le Sueur, Minnesota. The commercial pilot received minor injuries, and the helicopter sustained substantial damage. The helicopter was registered to and operated by Scotts Helicopter Service Inc under Title 14 Code of Federal Regulations Part 137 as a ferry flight that was not operating on a flight plan. Dusk visual meteorological conditions prevailed for the flight that departed from Hastings, Minnesota at 2009 and was destined to Le Sueur Municipal Airport (12Y), Le Sueur, Minnesota. The pilot stated that during preflight inspection of the helicopter, there was about 23 gallons of 100 low lead fuel aboard, and he thought that was enough fuel to complete a flight to 12Y. He stated the helicopter would consume 15-17 gallons of fuel per hour and it usually took 45 minutes to an hour to complete the flight. He said that prior to departure, the fuel gauge indicated "close to ¾ full." About 5-10 minutes after departure, he remembered that he forgot to sump the fuel tank and landed the helicopter to sump the fuel tanks. He then continued the flight and about 7 miles east of 12Y, about 400-500 feet above ground level and at 60 knots, the engine sputtered, regained power for a second, and then quit. He performed an autorotation to a field, and the helicopter impacted terrain. The type certificate for the helicopter was held by the operator. According to the type certificate data sheet for the helicopter, the fuel capacity for the helicopter was 41 gallons. The last annual inspection of the helicopter was dated February 14, 2018 and was performed by the operator's maintenance personnel. Postaccident examination of the helicopter by a Federal Aviation Administration inspector revealed no useable fuel aboard and the fuel gauge indicated a little over ¼ tank of fuel. The fuel transmitter was of the resistive type manufactured about 1974 by Stewart Warner. The fuel transmitter's resistive element was corroded. The fuel transmitter was tested using an Ohm meter, and the resistive values were uncorrelated to float position. The inspector stated the operator had a new fuel transmitter in their parts department, which he tested, and found that the resistive values corresponded to float position and had no anomalies. According to the inspector, the owner/operator stated, "pilots don't depend on those gauges – but they always stick the tank before departing so they know what they've got!" ## Aircraft - Registration: [N9005T](https://openairdocs.org/aircraft/N9005T), registered now, S/N CCI-74-1, built 1974 (OpenAirDocs) - Reported make and model: CONTINENTAL COPTERS INC. TOMCAT MK5A - Registry model: [Continental Copters TOMCAT MK5A](https://openairdocs.org/model/continental-copters-tomcat-mk5a) (registry code 2390101) (OpenAirDocs) - Registry engine: [Lycoming VO-435 series](https://openairdocs.org/engine/lycoming-vo-435-series) (registry code 41525, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: CCI-74-1 - Year built: 1974 - Airframe hours: 7510.2 - Engines: Lycoming VO-435-A1F 265 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Operator: Scotts Helicopter Service Inc - Registered owner: Scotts Helicopter Service Inc - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, February 14, 2018 - Departed: Hastings, MN - Destination: 12Y, Le Sueur, MN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; injuries: minor; flight instructor, commercial; instrument ratings: helicopter; medical: class 1, without waivers/limitations; last flight review March 25, 2018; seat: center; restraint: 3-point; flight hours: 327 total, 6 in this make and model, 237 as pilot in command, 15 in the last 90 days, 2 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Dusk - Wind: 310° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: 5,000 ft broken - Temperature: 63 °F, dew point 55 °F - Altimeter: 30.07 inHg - Observed at: MKT, 16 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 20180726014749A](https://openairdocs.org/incident/20180726014749A), Jul 26, 2018: Continental Copters Inc. TOMCAT MK5A, Lesueur, MN, Substantial damage. Pilot departed at dusk. Poor preflight planning. Ran out of fuel. Autorotation was not existent. ## Other investigations on N9005T (2) 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. - [NTSB CEN13LA537](https://openairdocs.org/ntsb/CEN13LA537), Sep 6, 2013: Continental Copters Tomcat MK5A (N9005T), Arlington, MN, substantial damage. Probable cause: The pilot’s failure to maintain control of the helicopter while maneuvering when he removed his hand from the collective control while plugging in his radio connection to his helmet, which resulted… - [NTSB CHI97LA306](https://openairdocs.org/ntsb/CHI97LA306), Sep 30, 1997: Bell 47 (N9005T), Pipestone, MN, substantial damage. Probable cause: the fracture of the pitch control rod assembly. ## Docket (4 files) The files NTSB released with the investigation on March 21, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97922. 2.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471268&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Correspondence - FAA (item 2, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471269&FileExtension=.PDF&FileName=Record%20of%20Correspondence%20-%20FAA-Master.PDF - Type Certificate Data Sheet Excerpt (item 3, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471270&FileExtension=.PDF&FileName=Type%20Certificate%20Data%20Sheet%20Excerpt-Master.PDF - Helicopter Association International Supplemental Accident Checklist (item 4, .PDF, 220 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471271&FileExtension=.PDF&FileName=Helicopter%20Association%20International%20Supplemental%20Accident%20Checklist-Master.PDF 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.