LAX00LA288

The commercial pilot performed an autorotative landing to an open field following a loss of engine power while in cruise flight. The skids contacted a berm on touchdown, and the helicopter began rocking. As the helicopter pitched fore and aft, the main rotor blades and tail rotor blades contacted the ground. The single engine helicopter utilized a single-tank fuel system capable of containing 29 gallons of fuel. The pilot anticipated a 16 g.p.h. fuel-flow, and determined he had an endurance of 1 hour 48 minutes. The helicopter engine run time was 1 hour 35 minutes prior to losing power. The pilot's post accident inspection of the aircraft revealed that the fuel load had been exhausted. He indicated in the accident report, under the section titled "Recommendation (How Could This Accident Have Been Prevented)," that he could have conducted "more planning on cross-country flights."

On August 4, 2000, at 1724 Pacific daylight time, a Bell 47D helicopter, N39KH, was substantially damaged during an autorotative forced landing near Stockton, California. The forced landing was precipitated by a loss of engine power during cruise flight. The commercial pilot, the sole occupant, was not injured. The helicopter was registered to a private individual, and was operated by the pilot as a personal flight under 14 CFR Part 91 when the accident occurred. The flight originated from Fresno, California, at 1549, and was destined for Stockton. Visual meteorological conditions prevailed at the time of the accident, and a flight plan had not been filed.

The pilot reported he had topped off the helicopter's fuel tank prior to departure. The total fuel capacity of the single-tank helicopter is 29 gallons. The pilot anticipated a fuel consumption of 16 g.p.h., and estimated he had approximately 1 hour 48 minutes of flight endurance available.

After 1 hour 35 minutes of engine run time, the engine lost power while 2 miles from the destination airport. The pilot performed an autorotative landing to an open field. The skids contacted a berm on touchdown, and the helicopter began rocking. As the helicopter pitched fore and aft, the main rotor blades and tail rotor blades contacted the ground.

The pilot reported that his post accident inspection of the aircraft revealed that the fuel load had been exhausted. Surface temperatures along the route of flight were above 90 degrees Fahrenheit. He indicated in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), under the section titled "Recommendation (How Could This Accident Have Been Prevented)," that he could have conducted "more planning on cross-country flights."

The commercial pilot reported having had accumulated approximately 600 total rotorcraft flight hours, of which 40 hours were accumulated in the same make and model as the accident helicopter.