Accident Sequence
On March 30, 2012, at 1730 eastern daylight time, a Hughes 369D helicopter, registration N868W, experienced a total loss of engine power between 150 and 200 feet during initial climb in the vicinity of McCormick, South Carolina. The helicopter was operated by Rotor Blade as a 14 CFR Part 91 positioning flight. The certificated commercial pilot sustained minor injuries. The helicopter sustained substantial damage to the airframe. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated next to a local gasoline station in McCormick at 1728.
The pilot reported that he was en route to his destination 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 that airport, but no Jet A fuel was available, with about 50 to 75 pounds of fuel remaining. He then observed a gas station, took off, and landed in a grassy area near it. He purchased about 20 gallons of automotive 87 octane fuel and placed it in the fuel tank. The pilot stated he did not know the approved alternate fuel for the turbine engine but thought he could use diesel, alcohol mixtures, or other types of fuel. He completed a thorough preflight inspection and departed. The helicopter was about 150 to 200 feet at 70 knots when the engine quit.
The engine-out audio and low rotor rpm audio sounded. The pilot initiated an autorotation by lowering the collective pitch as much as possible and maintained an attitude to clear a power line toward an open field. Once clear, he lowered the collective to the full down position. The low rotor rpm light illuminated, and the helicopter entered a vertical rate of descent. It touched down hard in a tail-low attitude, the nose pitched down, the helicopter slid forward, and it rolled over onto its right side.
Post-Accident Examination
Post-accident examination by an FAA inspector revealed that the main rotor blades remained attached to the main rotor hub, with all five blades coned upward. The transmission remained in place. The engine doors separated from the fuselage, and the engine assembly separated from the firewall. No pre-accident mechanical malfunctions or failures were found that would have precluded normal operations.
Rotorcraft Flight Manual Information
The Rotorcraft Flight Manual, Section III, describes emergency and malfunction procedures. For engine failure above 12 feet and below 500 feet AGL during takeoff or low-level flight, the collective pitch must be initially lowered to maintain rotor speed. The amount and duration of collective reduction depend on airspeed and height. As the ground is approached, flare as required to reduce forward speed and rate of descent. Touchdown should be in a level attitude, increasing collective pitch to cushion the landing. Avoid use of aft cyclic or rapid lowering of the collective during initial ground contact or ground slide.
Chapter 2, paragraph 2-11, specifies fuel limitations. Primary fuels include Jet A, Jet A-1, Jet B, JP-1, JP-4, JP-5, JP-8, and Arctic Diesel Fuel DF-A. Emergency fuel is Aviation Gasoline MIL-G-5572E.