# NTSB ERA12LA260: Hughes 369D, N868W, McCormick, SC, March 30, 2012

- Type: NTSB accident investigation
- Classification: Accident · Minor injuries · Limited investigation · Final report
- Date: March 30, 2012, 17:30 local (21:30 UTC)
- Place: McCormick, SC
- Coordinates: 33.908054, -82.26667 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=33.9081&lon=-82.2667&mi=10
- Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping)
- Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341)
- Highest injury: Minor injuries
- Injuries: 1 minor
- Status: Completed, report August 29, 2013
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: FAA Columbia FSDO
- NTSB case key (mKey): 83259
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA260
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83259/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83259
- Page: https://openairdocs.org/ntsb/ERA12LA260

## Probable cause

The pilot's decision to use automotive fuel instead of the approved alternate fuel, which resulted in a total loss of engine power.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid type (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 8 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=4470706), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)
- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 6 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=4470706), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Planning/preparation](https://openairdocs.org/ntsb-findings/02061000): Personnel issues › Task performance · Pilot; cases with it: [Hughes Helicopters HUGHES 369D, 1 case](https://openairdocs.org/ntsb-findings/02061000/cases.md?model=4470706), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/02061000/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: Preflight or dispatch event](https://openairdocs.org/ntsb-events/030); cases with it: [Hughes Helicopters HUGHES 369D, 3 cases](https://openairdocs.org/ntsb-events/030/sequence.md?model=4470706), [All aircraft, 355 cases](https://openairdocs.org/ntsb-events/030/sequence.md)
- [Prior to flight: Aircraft servicing event](https://openairdocs.org/ntsb-events/020); cases with it: [Hughes Helicopters HUGHES 369D, 1 case](https://openairdocs.org/ntsb-events/020/sequence.md?model=4470706), [All aircraft, 70 cases](https://openairdocs.org/ntsb-events/020/sequence.md)
- [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Hughes Helicopters HUGHES 369D, 12 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=4470706), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md)
- [Autorotation: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Hughes Helicopters HUGHES 369D, 9 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=4470706), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md)

## Analysis

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.

## Factual narrative

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”

## Aircraft

- Registration: [N868W](https://openairdocs.org/aircraft/N868W), registered now, S/N 1000800D, built 1980 (OpenAirDocs)
- Reported make and model: HUGHES 369D
- Registry model: [Hughes Helicopters HUGHES 369D](https://openairdocs.org/model/hughes-helicopters-hughes-369d) (registry code 4470706) (OpenAirDocs)
- Registry engine: [Rolls-Royce 250-C20B](https://openairdocs.org/engine/rolls-royce-250-c20b) (registry code 54385, turbo-shaft) (OpenAirDocs)
- Category: Helicopter
- Serial number: 1000800D
- Airframe hours: 17804
- Engines: ROLLS-ROYC 250-C20B 420 horsepower turbo shaft
- Damage: Substantial damage
- Flight: Positioning, Part 91
- Operator: Dah Aircraft LLC
- Registered owner: Dah Aircraft LLC
- Airworthiness certificate: Standard, Utility
- Last inspection: Annual, March 22, 2012, 42 hours before
- Departed: MCCormick, SC
- Destination: AIK, Aiken, SC

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 37; injuries: minor; commercial; airplane ratings: multi-engine land, single-engine land; medical: class 2; last flight review March 19, 2012; seat: right; flight hours: 8,957 total, 872 in this make and model, 8,700 as pilot in command, 225 in the last 90 days, 70 in the last 30 days, 6 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 210° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 81 °F, dew point 52 °F
- Altimeter: 29.87 inHg
- Observed at: GRD, 15 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 20120330005159A](https://openairdocs.org/incident/20120330005159A), Mar 30, 2012: Hughes 369D, Mccormick, SC, Substantial damage. This helicopter involved is a 1980 model Hughes 369D, N868W, serial number 1000800D, registered dah aircraft LLC and operated by rotor blade, LLC, who is a…

## Docket (14 files)

The files NTSB released with the investigation on June 27, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83259. 29.8 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365579&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- FAA Inspector Statement (item 2, .PDF, 240 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366491&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF
- Extract Rotorcraft Flight Manual Hughes 369D/MD500D (item 3, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365506&FileExtension=.PDF&FileName=Extract%20Rotorcraft%20Flight%20Manual%20Hughes%20369D%2FMD500D-Master.PDF
- Fuel System Limitation (item 4, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365522&FileExtension=.PDF&FileName=Fuel%20System%20Limitation-Master.PDF
- Maintenance Squwak Sheet (item 5, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365580&FileExtension=.PDF&FileName=Maintenance%20Squwak%20Sheet-Redacted.PDF
- Photo 1 View of gas station. Photo FAA (item 6, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365509&FileExtension=.PDF&FileName=Photo%201%20View%20of%20%20gas%20station.%20Photo%20FAA-Master.PDF
- Photo 2 View of gas pump. Photo FAA (item 7, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365510&FileExtension=.PDF&FileName=Photo%202%20View%20of%20gas%20pump.%20Photo%20FAA-Master.PDF
- Photo 3 View of gas pump markings. Photo FAA (item 8, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365512&FileExtension=.PDF&FileName=Photo%203%20View%20of%20gas%20pump%20markings.%20Photo%20FAA-Master.PDF
- Photo 4 Looking back down the crash debris line. Photo FAA (item 9, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365513&FileExtension=.PDF&FileName=Photo%204%20Looking%20back%20down%20the%20crash%20debris%20line.%20Photo%20FAA-Master.PDF
- Photo 5 View of helicopter onits right side. Photo FAA (item 10, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365517&FileExtension=.PDF&FileName=Photo%205%20View%20of%20helicopter%20onits%20right%20side.%20Photo%20FAA-Master.PDF
- Photo 6 View of bottom of helicopter. Photo FAA (item 11, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365518&FileExtension=.PDF&FileName=Photo%206%20View%20of%20bottom%20of%20helicopter.%20Photo%20FAA-Master.PDF
- Photo 7 View of engine assembly. Photo FAA (item 12, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365519&FileExtension=.PDF&FileName=Photo%207%20View%20of%20engine%20assembly.%20Photo%20FAA-Master.PDF
- Photo 8 View of tail boom and top of horizontal stabilizer. Photo FAA (item 13, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365520&FileExtension=.PDF&FileName=Photo%208%20View%20of%20tail%20boom%20and%20top%20of%20horizontal%20stabilizer.%20Photo%20FAA-Master.PDF
- Photo 9 View of tailboom with tailrotor blades. Photo FAA (item 14, .PDF, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40365521&FileExtension=.PDF&FileName=Photo%209%20View%20of%20tailboom%20with%20tailrotor%20blades.%20Photo%20FAA-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.

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