Accident Overview
On May 30, 2014, about 1437 eastern daylight time, a Garlick Helicopters Inc. OH-58A+ helicopter, registration N650MH, was substantially damaged during a forced landing following a total loss of engine power. The incident occurred while the helicopter was on approach to Maine Helicopters Helipad (ME59), Whitefield, Maine. Visual meteorological conditions prevailed and no flight plan was filed for the positioning flight, which had departed Hancock County-Bar Harbor Airport (BHB), Bar Harbor, Maine, about 1350. The flight was conducted under 14 CFR Part 91.
Pilot Actions and Statements
The commercial pilot, who held a commercial pilot certificate with rotorcraft-helicopter and instrument helicopter ratings, reported 3,723 total flight hours, with 1,475 hours in the accident make and model. His most recent FAA second class medical certificate was issued on June 19, 2013. In a telephone interview, the pilot stated he departed BHB with the fuel gauge indicating 225–250 pounds of fuel. Twenty minutes into the flight, the MASTER CAUTION warning light flickered and the fuel gauge indicated 100–125 pounds. This occurred two more times at five-minute intervals. Thirty seconds after the third flicker, at a fuel reading of 50–100 pounds, the engine stopped producing power. In a written statement, the pilot reported departing with 37 gallons (245 pounds) of fuel and described an uneventful flight until the MASTER CAUTION light flashed. He was unable to identify the associated caution panel segment light. Shortly after, the helicopter lost engine power over wooded terrain. The pilot performed an autorotation, maneuvered toward the shortest trees, and cushioned the landing. The helicopter came to rest upright and the pilot egressed without assistance. He told first responders he "had an issue with fuel" and told his employer immediately after the accident that he "ran out of fuel."
Aircraft Information
The helicopter, originally manufactured in 1971 by Bell Helicopter as an OH-58A for the U.S. Army, was later remanufactured by Garlick Helicopters for civilian use. According to company records, its most recent 100-hour inspection was completed on March 24, 2014, at 10,726 total aircraft hours. The helicopter had accrued 91 hours since that inspection. Performance chart interpolation indicated a fuel consumption rate of approximately 200 pounds per hour at 100 knots.
Examination Findings
A preliminary examination by an FAA inspector revealed substantial damage to the fuselage and tailboom, but confirmed flight and engine control continuity. The fuel boost pump was operational, and approximately 10–11 gallons (65 pounds) of fuel were recovered, of which 1.3 gallons was unusable. A detailed examination by the airframe and engine manufacturers, under FAA supervision, confirmed fuel system integrity and continuity. The LOW FUEL caution light alternately extinguished and illuminated within manufacturer limits as fuel was added and drained; it illuminated and stayed on with about 10 gallons remaining. Examination of the MASTER CAUTION and segment panel lights showed the segment lights were set to the "dim" position. No preimpact mechanical anomalies were found that would have precluded normal operation. The engine started and ran continuously, including at full throttle (103% power). When reduced to flight idle, it ran above the manufacturer's range due to impact-related deformation of engine controls between the throttle and engine.
Manual Guidance
According to the Operator's Manual, the corrective action for illumination of the MASTER CAUTION is: "Check for Caution Panel segment light illumination, if none, LAND AS SOON AS POSSIBLE." The manual also states the LOW FUEL caution light should illuminate when approximately 20 minutes or 65 to 98 pounds of fuel remain, and that illumination does not indicate a fixed time remaining; fuel may not be available except in level or coordinated flight.