Narrative:

I was flying a helicopter along an interstate highway on a ferry flight. I contacted flight watch for a weather advisory and was told of MVFR and IFR in the area ahead. I had planned to go south around the worst of the weather and stop at a convenient airport for the night. Just as I was adjusting course my fuel pressure warning light illuminated. Having no other option at this point I contacted radio using both 122.5 and 122.0. I knew 122.5 was listed as out of service (OTS) but tried anyway. I then attempted several times to contact flight watch to get a special VFR clearance into surface class east airspace but received no response. At this point I felt my situation was becoming critical and contacted unicom on 123.0 to advise them of my situation and intent to be sure they weren't aware of any incoming IFR traffic. I was contacted by an aircraft 7 miles out that they were inbound. I advised them of my intentions as I was approaching the ramp and had no further contact with the approaching aircraft. After securing the aircraft I was approached by local law enforcement concerned about a low flying helicopter they had received reports about. I explained the situation and gave the officer my pilot information. This problem was caused by my attempt to press on in deteriorating conditions to an airport on the other side of the bad weather complicated be a mechanical failure which gave me no choice but to deviate into even worse weather at a controlled airport where no FSS could be reached or land in a field prior to reaching the airport. To further complicate things I did not have an approach frequency available and was forced to contact unicom. The situation was easily avoidable by simply ending my flight prior to encountering bad weather. Every flight should include back-up frequencies in case of inadvertent encounters with deteriorating weather or mechanical difficulties which can suddenly change the best laid plans and intentions.

Related reports:

Google
 

Original NASA ASRS Text

Title: An EN28 helicopter pilot reported a fuel pressure low warning while diverting around deteriorating weather. A nearby IFR airport was selected because of the warning. After landing local police questioned the aircraft's low flight profile.

Narrative: I was flying a helicopter along an Interstate Highway on a ferry flight. I contacted Flight Watch for a weather advisory and was told of MVFR and IFR in the area ahead. I had planned to go south around the worst of the weather and stop at a convenient airport for the night. Just as I was adjusting course my fuel pressure warning light illuminated. Having no other option at this point I contacted Radio using both 122.5 and 122.0. I knew 122.5 was listed as Out of Service (OTS) but tried anyway. I then attempted several times to contact Flight Watch to get a Special VFR clearance into surface Class E airspace but received no response. At this point I felt my situation was becoming critical and contacted Unicom on 123.0 to advise them of my situation and intent to be sure they weren't aware of any incoming IFR traffic. I was contacted by an aircraft 7 miles out that they were inbound. I advised them of my intentions as I was approaching the ramp and had no further contact with the approaching aircraft. After securing the aircraft I was approached by local law enforcement concerned about a low flying helicopter they had received reports about. I explained the situation and gave the officer my pilot information. This problem was caused by my attempt to press on in deteriorating conditions to an airport on the other side of the bad weather complicated be a mechanical failure which gave me no choice but to deviate into even worse weather at a controlled airport where no FSS could be reached or land in a field prior to reaching the airport. To further complicate things I did not have an approach frequency available and was forced to contact Unicom. The situation was easily avoidable by simply ending my flight prior to encountering bad weather. Every flight should include back-up frequencies in case of inadvertent encounters with deteriorating weather or mechanical difficulties which can suddenly change the best laid plans and intentions.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.