FARMVILLE, VA, USA
N4495M
Hiller UH-12E
The pilot reported that they landed at the airport to refuel and were going to do a quick turn around. The passenger of the helicopter went into the fueling facility and requested fuel. The type of fuel requested by the passenger was disputed. The pilot stated that he was handed an unmarked nozzle and he proceeded to refuel the helicopter. The pilot stated that he questioned the line service personnel about the different size nozzle and rapid fuel flow rate, and the line service person responded '...that is what is required.' The pilot reported that he did not take any fuel samples after he refueled the helicopter. At the time of the refueling, the fuel tank area at the airport was under construction. The 100 low lead fuel tanks were placarded, but the Jet A fuel tanks were new and the placards were not yet available for display. About four minutes after takeoff, the helicopter's engine lost power. The pilot made an emergency landing in wooded terrain. The pilot and passenger were not injured and the helicopter was substantially damaged. Fuel samples were taken from the helicopter's fuel tank and tested. The fuel tests revealed that the fuel was Jet A and not the required 100 low lead fuel.
On Monday, February 14, 1994, at 1135 eastern standard time, a Hiller UH-12E helicopter, N4495M, owned, operated, and piloted by James E. Stevens of Lovingston, Virginia, lost engine power and was substantially damage after colliding with trees during the emergency descent. The pilot and passenger were not injured. Visual meteorological conditions prevailed at the time of the accident. The aerial observation/powerline patrol flight was conducted under 14 CFR Part 91. According to personnel in the Fixed Base Operator's (FBO) facility at the Farmville Municipal Airport, on February 14, 1994, about 1120 eastern standard time, a passenger from N4495M got out of the helicopter and walked into the FBO facility and inquired about fuel. The FBO personnel reported that the passenger was asked what kind of fuel they needed, "Jet A or AVGAS?" and the passenger responded "Jet." The FBO personnel walked the passenger out of the facility and pointed to the Jet A fuel tank. The fueling area was cleared and the pilot of the helicopter flew the helicopter to the refueling area. The FBO personnel stated that he started to ground and fuel the helicopter, but in both instances the pilot took over. The passenger of the helicopter stated that when he was asked about the type of fuel needed, he responded that he did not know and that they would have to ask the pilot. According to the pilot, during the refueling process of the helicopter, he told the line boy that "...I needed 100 [low lead fuel]..." and the line boy handed him a fuel nozzle. The pilot stated that he proceeded to put the fuel into the fuel tank. The pilot stated that the "...wind was blowing 16 M.P.H. and gusting to 23 kts [knots] so no smell was present." He also stated that the fuel pump area was under construction and new fuel tanks were being installed. He stated that the fuel line and the fuel tank were unmarked. During the refueling of the helicopter, the pilot noticed that the fuel nozzle and the fuel flow were "different." The pilot said that he questioned the line service person about the fuel nozzle and fuel flow and the line service person told him "... that was what was required." The pilot stated that he finished the refueling and prepared for takeoff. He stated that he did not take fuel samples after the helicopter was refueled and that he did not get a fuel receipt because he had an open fuel tab for the day. He said he had about 12 gallons of 100 low lead fuel in the fuel tank when he refueled. The pilot stated that about four minutes after takeoff, the "...aircraft started to miss and shake violently then lose power." He stated that there were no suitable landing areas so he made a descent into the trees. A post accident examination of the fuel in the helicopter's fuel tank revealed that the fuel tank contained Jet A fuel. The manager of the Farmville Municipal Airport stated that on the day of the accident, the fuel tanks at the airport were being worked on and that the 100 low lead tanks were marked/placarded, but were out of service. He stated that because the Jet A fuel tanks were new, the placards/labels for the tanks were ordered and had not yet arrived.
the pilot's failure to refuel the helicopter with the correct fuel. Factors in the accident were the unclear information given by the passenger and airport line service personnel, the insufficient information regarding the labeling of the airport's fuel tanks, and the lack of suitable terrain to complete a forced landing without damaging the helicopter.
Source: NTSB Aviation Accident Database
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