ERA12LA260

The pilot was en route to his destination airport and had not obtained a weather briefing. A weather front came through, and the wind changed from a tailwind to a headwind, so he could not reach is destination and diverted to an alternate airport to refuel. However, he landed at the wrong airport, and that airport did not have any Jet A fuel. He observed an automotive gas station and flew to it and landed in the grass nearby, even though he did not know what the approved alternate fuel was for the turbine engine. He purchased 25 gallons of 87 octane automotive fuel and placed it in the helicopter’s fuel tank. According to the engine manufacturer, automotive fuel is not an approved fuel on the list. He started the engine and departed. He was about 150 to 200 feet above the ground when the engine lost power. The engine-out audio and low-rpm audio sounded. He lowered the collective pitch as much as possible to clear a power line and reach an open field. Once clear of the power line, he lowered the collective pitch to the full-down position. The helicopter touched down hard in a tail-low attitude. The nose pitched downward, the tail boom separated, and the helicopter slid forward and rolled over on its right side. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.

On March 30, 2012, at 1730 eastern daylight time, a Hughes 369D, N868W, made a hard landing in an open field after experiencing a total loss of engine power between 150 to 200 feet during initial climb in the vicinity of McCormick, South Carolina. The helicopter was registered to DAH Aircraft LLC and operated by Rotor Blade as a 14 Code of Federal Regulations Part 91 positioning flight. The helicopter sustained substantial damage to the airframe. Visual meteorological conditions prevailed and no flight plan was filed. The certificated commercial pilot sustained minor injuries. The flight originated next to a local area gasoline station in McCormick, South Carolina, at 1728. The pilot stated he was en-route to his destination airport when he encountered a change in wind conditions and his ground speed decreased. He inadvertently programmed the wrong airport in the global positioning system, which he thought had fuel. He landed at the airport and no Jet A fuel was available. He had about 50 to 75 pounds of fuel remaining. He observed a gas station and took off and landed in a grassy area near the gas station. He purchased about 20 gallons of automotive 87 octane fuel and placed it in the fuel tank. The pilot did not know what the approved alternate fuel was for the turbine engine, but thought he could use diesel, alcohol mixtures or other types of fuel. He completed a through preflight inspection and departed. The helicopter was about 150 to 200 feet at 70 knots when the engine quit. The engine out audio sounded and the low rpm audio sounded. He initiated an autorotation by lowering the collective pitch as much as possible and maintained an attitude that would clear a power line towards an open field. Once clear of the power line, he lowered the collective to the full down position. The low rotor rpm was illuminated and the helicopter was in a vertical rate of descent. The helicopter touched down hard in a tail low attitude, the nose pitched down, the helicopter slid forward, and rolled over on its right side. Post accident examination of the helicopter by an FAA inspector revealed the main rotor blades remained attached to the main rotor hub and all five rotor blades were conned upwards. The transmission remained in place and the engine doors separated from the fuselage. The engine assembly separated from the firewall. No pre-accident mechanical malfunctions or failures were found that would have precluded normal operations. The Rotorcraft Flight Manual states in Section III Emergency and Malfunction Procedures that in the event of an emergency or malfunction, the pilot’s primary consideration is control of the aircraft. For Engine Failure-Above 12 feet and below 500 feet AGL, during takeoff /low level flight, the collective pitch must be initially lowered to maintain rotor speed. The amount and duration of collective reduction of collective reduction depends upon the airspeed and height above the ground at which the power loss occurs. As theground is approached, flare as required to reduce forward speed and rate of descent. Touchdown in a level attitude, increasing collective pitch to cushion the landing. Avoid the use of aft cyclic or rapid lowering of the collective during initial ground contact or ground slide. The Rotorcraft Flight Manual states in Chapter 2, paragraph 2-11 Fuel System Limitations, Fuel Specifications: “Primary: Jet A (ASTM-D-1655); Jet A-1 (ASTM-D-1655); Jet B (ASTM-D) JP-1 conforming to ASTM D-1655, Jet A or Jet A-1 JP-4 (MIL-T-5624); JP-5 (MIL-T-5624); JP-8 (MIL-T-83133A) Arctic Diesel Fuel DF-A conforming to ASTM D-1655, Jet A or Jet Diesel No. 1 conforming to ASTM D 1655, Jet A or Jet A-1 Emergency Aviation Gasoline MIL-G-5572E”