What prevents One from turning both Transfer Pumps "On" and leaving them "On". I can see the Prime Pumps being turned on for Engine Start then shut off after the Engines are running.
If One is seeing indications of the Supply Tanks being "low" on fuel....but indications of Fuel remaining in the Main Tank....experience tells me to turn the Transfer Pumps "ON"....both of them....and start looking for a parking place.
Now....let's accept the Fuel Quantity was showing more fuel than was actually present in any or all of the Tanks......just what was the amount of Fuel that it could be "over reporting"?
How does that variance play into the scenario?
The real question that needs answering.....which we all wish not to ask....is why did the Pilot not get the Collective Lever down, all the way down, and down in a timely manner and preserve enough Main Rotor RPM to facilitate a "Controlled" landing of some description?
The Pilot was very experienced and capable with no background of performance issues and was highly regarded by his Peers. He was a darn good guy and Pilot.
What happened that night that caused him to fall prey to the circumstances that he was unable to cope with the situation? Isn't that what we really want to know out of all this?