On August 17, 1998, at 1810 central daylight time, a Hughes 269C helicopter, N1103R, registered to Go Helicopters, Inc., and operated by Summit Seafood Supply DBA Landry Seafood of Houston, Texas, was substantially damaged during a forced landing following a loss of engine power near Houston, Texas. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations (CFR) Part 91 instructional solo flight. The airline transport rated pilot undergoing instruction for a helicopter rating, sustained minor injuries. The flight originated about one hour 25 minutes before the accident from the William P. Hobby Airport in Houston, for a cross-country flight to the West Houston Airport, with an intermediate stop at the Scholes Field Airport, Galveston, Texas. During an interview conducted by the NTSB investigator-in-charge, the pilot reported that he departed the Scholes Field Airport about 1717 for the West Houston Airport. While passing the Andrau Airpark Airport, at 1,500 feet msl, he observed the rotor rpm briefly decrease from the normal operating range. After a second rotor rpm fluctuation from the normal operating range, he elected to land at the Andrau Airpark Airport. The pilot also reported that the engine "sounded" okay. During the descent for landing, at 1,000 feet msl, the engine started losing power. The pilot further reported that after he initiated an autorotation to an open field, he observed that the rotor rpm had decreased below the normal operating range. He lowered the aircraft's nose and the rotor rpm increased some, but was still below the normal operating range. About 40 feet above the trees, he started a deceleration. When the helicopter was about 5 to 10 feet above the trees, he increased collective for cushioning. The helicopter impacted trees, spun 150 degrees, struck the ground and came to a stop upright. According to an FAA inspector, a witness reported observing the helicopter at an altitude of about 1,500 feet. The witness added that the engine was "cutting in and out, and the aircraft was yawing." Examination of the helicopter by two FAA inspectors revealed that the canopy was cracked, the underside of the fuselage was damaged, the main rotor blades were damaged, the tail boom support tube was bent, the tail rotor drive shaft was fractured, and the tail rotor blades were damaged. An examination of the fuel system revealed that the gascolator contained about one ounce of fuel, and both fuel tanks contained a total of one cup of fuel. Examination of the accident site did not reveal evidence of a fuel spillage. The pilot reported to the NTSB investigator-in-charge that he and his flight instructor visually checked the fuel quantity prior to his departure on the cross-country flight. The pilot estimated that there was a total of 28 gallons of fuel in both tanks. During an interview conducted by the NTSB investigator-in-charge, the pilot's flight instructor reported that the fuel level was about 2 inches above half, and he estimated the helicopter had about 25 gallons of fuel on board. He further reported that the fuel consumption was about 10-12 gallons per hour. The helicopter has a main fuel tank and an auxiliary fuel tank. The main fuel tank has a 30-gallon capacity of which 29.8 gallons are usable. The auxiliary fuel tank has a 19-gallon capacity of which 18.8 gallons are usable. According to the helicopter manufacturer, the auxiliary tank has a direct feed to the main tank. The bottom of the auxiliary tank is set higher than the main tank, therefore, when the main tank is half full, the auxiliary tank would be less than half full. The helicopter is equipped with a fuel gauge and a Low Fuel Warning light. The light illuminates when the main tank's fuel level is about 2 gallons. This equates to about 10 minutes. According to the manufacturer, the fuel consumption for this helicopter is 12-14 gallons per hour.