# NTSB IAD98LA002: Hughes 269A, N269SS, Campbellsville, KY, October 3, 1997 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 3, 1997, 16:20 local (20:20 UTC) - Place: Campbellsville, KY - Coordinates: 37.339458, -85.340278 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.3395&lon=-85.3403&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 15, 1999 - Report: Approved by Office Director - NTSB case key (mKey): 28258 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD98LA002 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/28258/pdf - Page: https://openairdocs.org/ntsb/IAD98LA002 ## Probable cause The pilot refueled the helicopter with jet fuel instead of avgas, which resulted in a loss of engine power. A related factor was the unsuitable terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - fluid,fuel grade - incorrect (cause) - refueling - performed, pilot in command (cause) - Forced landing, descent - emergency - Roll over, landing - terrain condition - none suitable (contributing factor) ## Analysis The pilot reported that about 3 minutes into the flight, the engine began to lose power. An autorotation was performed to a downhill, sloping field. The left skid contacted the ground, followed by the right skid, and the helicopter cartwheeled onto its nose. An examination of the helicopter, and the fuel slip which the pilot signed, revealed that it was refueled with jet A fuel instead of 100 LL Avgas. The pilot had radioed that he wanted a 'quick turn.' Upon his arrival the attendant was waiting by the fuel pumps. The pilot does not recall if the attendant gave him the nozzle, but the pilot refueled the helicopter. He stated that the accident could have been prevented if the markings on the fuel pumps were more visible, and that the nozzles on jet A pumps should not be made to fit Avgas fuel tanks. ## Factual narrative On October 3, 1997 at 1620 eastern daylight time, a Hughes 269A, N269SS, was substantially damaged when it collided with terrain during a forced landing near Campbellsville, Kentucky. The certificated flight instructor and passenger were not injured. Visual meteorological conditions prevailed and a flight plan was not filed. The local, introductory flight originated at Campbellsville, and was conducted under 14 CFR Part 91. The pilot reported that he picked up a passenger for an introductory flight in the helicopter. He said they flew around for about 30 minutes and landed to refuel the helicopter. He had called the airport earlier and told the Fixed Based Operator (FBO) that he needed a "quick turn." Upon his arrival, he parked the helicopter near the fuel pump, and was met by the an employee of the FBO. The round nozzle of the black hose was inserted into the helicopter, and 18 gallons were pumped into the tank. The pilot went into the building, signed the ticket, and got into the helicopter. Approximately 3 minutes into the flight, at approximately 800 feet AGL, the engine sound changed along with a decrease in engine RPM, and increase in manifold pressure. He said he immediately started a descent into an open field. With the collective down the engine RPM was still decreasing along with the rotor RPM. He opened the throttle wide, but there was no change in engine RPM. At approximately 300 feet AGL, he autorotated to the field, but as he got closer he realized that the field was a downhill slope. He moved the cyclic forward to put the toes of the skids down first, but the left skid contacted the ground, followed by the right skid, and the helicopter cartwheeled onto its nose. Examination of the helicopter by a Federal Aviation Administration (FAA) Inspector, revealed that the fuel tanks had been fueled with jet A fuel, instead of 100 LL Avgas. The fuel slip signed by the pilot indicated jet fuel. The pilot said he does not recall if he or the employee of the FBO pulled the hose from the pipe. He said the accident could have been prevented if the marking on the fuel pumps were more visible, and there should be regulation for the airport to remove the small nozzle on Jet fuel hoses to prevent them from going into Avgas tanks. ## Aircraft - Registration: N269SS (not matched to a registry record) - Reported make and model: Hughes 269A - Category: Helicopter - Serial number: 67-16733 - Airframe hours: 12299 - Engines: Lycoming H1O-360-BIA 180 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Registered owner: Redwing Aviation Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 3, 1997, 23 hours before - Departed: AAS, KY - Destination: COLOMBIA, KY ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 4,756 total, 65 in this make and model, 3,950 as pilot in command, 98 in the last 90 days, 44 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 54 °F - Altimeter: 29.00 inHg ## 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 19971003029999A](https://openairdocs.org/incident/19971003029999A), Oct 3, 1997: Hughes 269A, Campbellsville, KY, Substantial damage. Lost engine power shortly after takeoff, auto rotated into a field, right skid broke off on landing, cartwheeled. (.4) the pilot reported that about 3 minutes… 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.